U.S. patent application number 11/640726 was filed with the patent office on 2007-05-03 for smart seatbelt control system.
Invention is credited to Joseph Akwo Tabe.
Application Number | 20070096447 11/640726 |
Document ID | / |
Family ID | 46326870 |
Filed Date | 2007-05-03 |
United States Patent
Application |
20070096447 |
Kind Code |
A1 |
Tabe; Joseph Akwo |
May 3, 2007 |
Smart seatbelt control system
Abstract
An apparatus for preventing occupant injury during accident has
various features to ensure safety. A sensor 70, detecting seat belt
engagement is provided. In addition, there is a means for varying
the tension of a seatbelt 17, depending upon the weight of the
occupant 110 and the speed of the vehicle carrying the occupant
110. When the occupant 110 seats on any of the seats 17, the load
cell switch 18 will close, allowing the load cell output energy to
energize the control module 25. The control module 25 will then
enables the counter 50 to count the number of closed load cell
switches 18. The control module 25 further enables an optoisolator
switch configured with the sensor 70 to then energize a latching
relay 80 operatively configured to check the seat belt latching of
all occupied seats 10 with closed load cell switches 18, to assure
occupants safety. The load cells are configured with strain gauges
and temperature sensors to ensure human occupants. Such that, when
the switch 18 for the occupied seat 10 is closed, the latching
relay 80 circuit is energized so that the seat belt 17 for the
occupied seat location is checked for buckling. The latching relay
80 circuit and the counter 50 circuit are operatively configured
and closed only when an occupant 110 takes any of the seats 10. The
latching relay switch 85 is only energized when the counter circuit
50 is closed.
Inventors: |
Tabe; Joseph Akwo; (Silver
Spring, MD) |
Correspondence
Address: |
JOSEPH A. TABE;SUITE 717
11700 OLD COLUMBIA PIKE
SILVER SPRING
MD
20904
US
|
Family ID: |
46326870 |
Appl. No.: |
11/640726 |
Filed: |
December 18, 2006 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
10680826 |
Oct 7, 2003 |
|
|
|
11640726 |
Dec 18, 2006 |
|
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Current U.S.
Class: |
280/735 ;
180/268; 180/273; 280/806; 701/45 |
Current CPC
Class: |
B60R 2021/01211
20130101; B60R 21/01516 20141001; B60R 2021/01225 20130101; B60R
21/017 20130101; B60R 21/0152 20141001; B60R 2021/01272 20130101;
B60R 2021/01197 20130101; B60R 22/44 20130101 |
Class at
Publication: |
280/735 ;
280/806; 180/268; 701/045; 180/273 |
International
Class: |
E05F 15/00 20060101
E05F015/00; B60R 21/00 20060101 B60R021/00; B60R 21/015 20060101
B60R021/015 |
Claims
1. A vehicle occupant detection and weight responsive apparatus for
controlling the resistance of a restraint device, such that in an
accident, an occupant of a vehicle impacts at least a seat belt
without injury; comprising: a. a pressure sensing device, for
determining a weight value of the occupant; b. a computer system,
in signal communication with said pressure-sensing device, said
computer system calculating a coil value based upon the weight
value of the occupant and a collision force according to the
vehicle speed; c. a collision force sensor in communication with
the computer system; and d. a coil tensioner, in communication with
said computer system, rotating a moveable coil per coil value
associated with said weight value; and e. means for controlling the
seatbelt tension, wherein the seatbelt is rendered of sufficient
tension to keep the occupant on a seat when a collision is sensed,
but is not rendered of sufficient tension to cause impact injury to
the occupant.
2. The occupant detection and weight responsive apparatus of claim
1 wherein said pressure sensing device further comprising an
occupant sensing means, said means being in signal communication
with said computer system, wherein said occupant sensing means
sounds an alarm and/or voice auditory communication if the occupant
does not have the seatbelt locked.
3. The occupant detection and weight responsive apparatus of claim
1, further comprising means for preventing unlocking of the
seatbelt.
4. The occupant detection and weight responsive apparatus of claim
3, wherein said means for preventing unlocking of the seatbelt is
active when the vehicle is in motion.
5. The occupant detection and weight responsive apparatus of claim
3, wherein said means for preventing unlocking of the seatbelt is
overridden by a switch when the vehicle is in motion and or
inactive.
6. The occupant detection and weight responsive apparatus of claim
1, wherein said occupant sensing means in communication with said
computer system, wherein said computer system adjusts an air bag
deployment speed if the occupant does not have the seatbelt
locked.
7. A vehicle occupant detection means and weight responsive
classification system for controlling the resistance of a restraint
device, such that in an accident, an occupant of a vehicle impacts
the restraint device without injury; comprising: a. at least an
airbag device; b. a weight sensor responsive for occupants presents
signal communication; c. a microprocessor configured with said
weight sensor; d. a collision force sensor; and e. a computer
system configured with an erasable programmable read only memory
"EPROM" device, in signal communication with said weight
sensor.
8. A vehicle detection means and weight responsive classification
system of claim 7, wherein said weight sensor comprises a load cell
configured with at least a strain gauge.
9. The occupant detection and weight responsive apparatus of claim
1, wherein said means for controller the seatbelt tension further
comprises a mechanism configured for controlling energy to said
coil, said energy enables the buckling of the seatbelt connectors,
wherein said connectors are made permanent when the vehicle is in
motion.
10. The occupant detection and weight responsive apparatus of claim
5, wherein said switch further includes momentary/toggle switch
configured with at least a seatbelt connector comprising at least
an optoisolator switch having a LE connected to the output of a
photocell for suggesting activation of the seatbelt and enabling
signal communication to the latching relay.
11. A vehicle occupant detection means and weight responsive
classification system for controlling the resistance of a restraint
device, such that in an accident, an occupant of a vehicle impacts
the restraint device without injury; comprising: a. at least an
airbag device; b. at least a seatbelt device; c. an erasable
programmable read only memory "EPROM" device; d. a pressure sensing
device comprising at least one weight sensor secured beneath at
least one seat configured to measure a weight value of said vehicle
occupant to control the tensional force of said seatbelt and said
airbag's deployment force for at least one airbag and at least one
seatbelt when said vehicle is involved in at least an accident; e.
a computer system configured to connect to said erasable
programmable read only memory "EPROM" device, in signal
communication with said pressure-sensing device, said computer
system calculating a tensional/deployment force value based upon
the weight value of the occupant and a collision force according to
the vehicle speed; f. a collision force sensor in communication
with the computer system; g. at least one human body temperature
sensor associated with said at least one weight sensor configured
to distinguish human occupants from other objects; and h. means for
controlling the resistance of at least a seatbelt/airbag, wherein
the seatbelt/airbag is rendered of sufficient tensional/deployment
force to keep the occupant on a seat when a collision is sensed,
but is not rendered of sufficient deployment tension/force to cause
impact injury to the occupant.
12. The vehicle seat occupant detection means and weight responsive
classification system of claim 11, wherein said pressure sensing
device comprises at least a load cell configured with at least a
strain gauge responsive for occupant sensing means.
13. The vehicle seat occupant detection means and weight responsive
classification system of claim 11, wherein said EPROM further
comprising means for correcting occupants weight data based on
external conditions and/or changing occupants to effectively
control detection and classification of said data to enable
sufficient and effective seatbelt/airbag tensional/deployment
force.
14. The vehicle seat occupant detection means and weight responsive
classification system of claim 11, wherein said occupant sensing
means communicatively configured with said computer system to
adjusts seatbelt/airbag deployment speed based on at least a
measured parameter; comprising: at least one or a combination of,
said occupant's weight, a vehicle speed, and a collision force
value, further including if the occupant does not have the seatbelt
locked.
15. The vehicle seat occupant detection means and weight responsive
classification system of claim 11, further comprising a plurality
of seats each configured with at least one said pressure sensing
device, said vehicle speed sensor and at least a restraint means
configured with each of the plurality of seats, said pressure
sensing device comprises means for transforming said occupant's
weight into electrical energy and said collision sensor configured
to enable initial signal for deployment of at least said restraint
means when said collision severity exceeds a threshold limit.
16. The vehicle seat occupant detection means and weight responsive
classification system of claim 11, wherein said collision sensor
further comprising means for detecting an imminent rear-end
collision.
17. The vehicle seat occupant detection means and weight responsive
classification system of claim 11, wherein said pressure sensing
device is a load cell comprised of at least a strain gauge, said
load cell mounted between a seat frame means and the vehicle floor
means.
18. The vehicle seat occupant detection means and weight responsive
classification system of claim 11, wherein said seatbelt/airbag
device further configured with at least said EPROM comprising at
least an address line configured for each seat and communicatively
connected to said pressure sensing device, and said pressure
sensing device comprises a load cell operatively configured with a
strain gage for transforming said occupant's weight into electrical
energy.
19. The vehicle seat occupant detection means and weight responsive
classification system of claim 11, wherein said EPROM further
comprising means for controlling data about a changing occupant at
said address line configured with each said seat.
20. The vehicle seat occupant detection means and weight responsive
classification system of claim 11, further comprising means for
correcting said seat occupant data at the address line when said
data is influenced by at least an external force.
21. The vehicle seat occupant detection means and weight responsive
classification system of claim 11, wherein said at least one weight
sensor is operatively connected to said temperature sensor and
disposed between said seat mounting structure means and the floor
means of said vehicle.
22. The vehicle seat occupant detection means and weight responsive
classification system of claim 7, further comprising a plurality of
seats each configured with at least one weight sensor, a vehicle
speed sensor and at least a restraint means and provided with each
of the plurality of seats, said weight sensor comprises means for
transforming said occupant's weight into electrical energy and said
collision sensor configured to enable initial signal for deployment
of said restraint means when said collision severity exceeds a
threshold limit.
23. The vehicle seat occupant detection means and weight responsive
classification system of claim 7, wherein said collision sensor
further comprising means configured for detecting an imminent
rear-end collision and enable deployment of said seatbelt/airbag
device with a force proportionate to said occupant's weight.
24. The vehicle seat occupant detection means and classification
system of claim 21, wherein said weight sensor comprises at least a
load cell comprising at least one strain gauge configured to sense
a force applied to it when said occupant occupies said seat, said
strain gauge comprising electrical resistance elements configured
to detect and measure resistance occurring when external strain is
applied to said seat, wherein said external strain corresponding to
said force from said occupant and is further converted into a
corresponding electrical current for communicating said weight
signal.
25. The vehicle seat occupant detection means and classification
system of claim 7, wherein said computer system further comprises
means for regulating the window of a vehicle when an occupant is
sensed and the ignition turned off.
Description
[0001] This application is a Continuation-In-Part of application
Ser. No. 10/680,826, filed in Oct. 7, 2003. Application Ser. No.
09/959,502, filed on Oct. 18, 2001, now abandoned. Application Ser.
No. 09/959,503, filed on Oct. 18, 2001. Application Ser. No.
09/692,096, filed on Oct. 20, 2000, now abandoned. Applicant hereby
claims priority under 35 U.S.C 119 of U.S. Provisional Application
Ser. No. 60/052,435, filed Jul. 14, 1997, U.S. patent application
Ser. No. 08/953,503 filed Oct. 17, 1997, U.S. Provisional
Application Ser. No. 60/079,496 filed Mar. 26, 1998, World
Intellectual Property Organization Application Serial Number
WO99/48729 and Patent Corporation Treaty Application Serial Number
U.S99/06666. The improvement for the instant invention is based on
the same concept as the provisional application Ser. No.
60/052,435, filed Jul. 14, 1997, Ser. No. 60/079,496 filed on 26
Mar. 1998 and of PCT Application No. PCT/US99/06666.
FIELD OF THE INVENTION
[0002] The smart seat belt control system is design to
electronically work with the computer system for the advance weight
responsive supplemental restraint computer system. It is an
intelligent device for the new century, designed to totally erase
vehicular fatalities that are incurred due to human negligence in
all types of accidents. The brain of this device is linked to the
concept and theory governing the fact that; all safety devices for
all types of vehicles should not discriminatorily protect the
driver or frontal seat occupants alone. The theory states that,
every individual in a moving vehicle is an occupant and every
occupant may incur injuries in a collision. Therefore, every
occupant on any seat inside the vehicle must be protected.
TECHNICAL FIELD OF THE INVENTION
[0003] Seat belts have been used for many years to prevent
passengers from injuries in car crashes. Still, people are not
paying attention to the importance of the use of the seat belts.
Many loved ones have passed away, and many have been injured. The
government has tried to make seat belt buckling a law, that all
passengers wear their seat belts when riding in a vehicle. Yet,
people chose to ride without obeying these laws. Therefore, it is
very important to see that seat belt technologies be advanced to
include these laws. However, these advanced technologies will
provide means for locking the seat belt connectors when connected
with the vehicle in motion, to prevent occupants from unlatching
the seat belts.
[0004] It is also very important to see that, when a passenger is
on any of the seats and not wearing the seat belt, means is
provided to shut off the engine until the said occupant is belted.
It is also very important to see that, once the occupant is belted,
means be provided to alert the driver of the vehicle know of the
occupants attempt to unlatch the seat belt while the vehicle is in
motion. It is also very important to see that, technologies be
advanced to prevent the live of our love one's like our beloved
Princess. It is for these reasons, "The death of the beloved
Princess," and the public information about the cause of her death,
and by her not wearing seat belt that, the applicant has developed
a technology that will prevent such fatalities in the future. This
technology if applied, could have kept the Princess on her seat and
reduce the amount of injuries that she sustained. The common
incessant has been "Speed Kills," `Buckle Up," "Don't Drink and
Drive." These are simplistic wordings and attempts need to be made
to enhance these doctrines on our daily practices. Therefore, it is
the object of this invention to provide means of buckling up before
the vehicle could be put in motion. It is another object of this
invention to see that all drivers and passengers take precautionary
measures and wear their seat belts before the vehicle could be
engaged in motion.
BACKGROUND OF THE INVENTION
[0005] Despite the increase of the use of seat belts, the estimates
of occupants without seatbelt use for 1997 alone were 44 percent
passenger car occupants and 49 percent light truck occupants who
where involved in fatal crashes without wearing their seat belts.
In 1998, about 19 million more people in the United State
cultivated the habit of buckling up, but this did not erase the
fact that failure to wear a safety belt by others will not
contribute to the more fatalities that are overtaking single
traffic safety related accidents. Considering the estimation that
safety belts have save 9,500 lives each year leaves us with the
believe that if more people from the 19 million wore their seat
belts, more people could have been saved.
[0006] The traditional lab and shoulder belt does not protect
occupants when the occupants are not belted. That is the primary
reason the airbags and the smart airbags are designed to assist in
these conditions. However, the design of the advanced weight
responsive supplemental restraint computer system in "Smart Airbag"
and the design of the present invention in "smart seatbelt control
system" are appropriate in responding to all accidental conditions
and to take care of the existing problems. The smart seatbelt
control system "SSCS" includes sensors within the seats fixed
surfaces and the floor of the vehicle to determine the occupied
seats and also the positions of the occupants to enable signal
communication thereof. Preventing the vehicle from engaging in
motion when any of the occupants is unbelted is the technology
behind the smart seatbelt control system, which reduces the risk
associated with driving without the seatbelt being buckled. The
present invention further eliminates injuries from the after
effects of accidents. By letting the seat belt work in
collaboration with the airbag, the seat belt appropriation with the
airbag is timely, and allows the airbag reaction to collisions be
very effective and also prevents passengers from falling forward
when an impact is enabled.
[0007] In order to avoid some of the above problems, related prior
art devices have incorporated measurement systems into the seats of
some vehicles to gather information about the occupant and to
operate the air bag in accordance with that information. These
systems generally represent a simple "on" or "off" selection.
First, if an occupant is not located in the seat, or does not
trigger certain secondary detectors, the restraint system is
disabled. If the detector properly senses the occupant in the
vehicle, the air bag is simply "enabled". These systems have no way
of identifying a changing occupant and correcting the occupant's
changing data.
[0008] This is exemplified by U.S. Pat. No. 3,861,710, to Okubo,
issued Jan. 21, 1975, which shows an incremental airbag deployment
through incremental signal communication, but does not show how
occupants are classified to enable variable deployment of the
airbag U.S. Pat. No. 4,806,713, issued Feb. 21, 1989, to Krug et
al., which shows a seat contact switch for generating a "seat
occupied" signal when an individual is sensed atop a seat. The Krug
et al. Device does not have the ability to measure the mass of the
seated individual.
[0009] U.S. Pat. No. 5,071,160, issued Dec. 10, 1991, to White et
al., provides the next iteration of this type of system. A weight
sensor in the seat, in combination with movement detectors,
determines if it is necessary to deploy an air bag. If an air bag
is deployed, the weight sensor determines what level of protection
is needed and a choice is made between deploying one or two
canisters of propellant. First, the weight sensor is located in the
seat itself, which inherently leads to inaccurate readings. Second,
the level of response has only a handful of reaction levels, thus
the occupant not corresponding to one of these levels may be
injured due to improper correlation of deployment force used to
inflate the air bag.
[0010] U.S. Pat. No. 5,161,820, issued Nov. 10, 1992, to Vollmer,
describes a control unit for the intelligent triggering of the
propellant charge for the air bag when a triggering event is
detected. Vollmer's device provides a multiplicity of sensors
located around the occupant seat so as to sense the presence or
absence of a sitting, standing, or kneeling occupant. The Vollmer
device is incapable of sensing varying masses of occupants and
deploying the air bag with force corresponding to the specific
occupant weight. Rather, the Vollmer seat and floor sensors
ascertain whether a lightweight object, such as a suitcase, is
present or a relatively heavier human being. None of the above
inventions and patents, taken either singly or in combination,
teaches or suggests the present invention.
[0011] U.S. Pat. No. 5,232,243, to Blackburn, et al, issued Aug. 3,
1993, uses a film with electrical characteristics with changeable
state. Blackburn, et al apparatus teaches a system that sends
signals indicative of occupant's presence, but would not classify
the occupants to enable a deployment force that would not cause
further injury to the occupant.
[0012] U.S. Pat. No. 5,330,226, to Gentry, et al., issued Jul. 19,
1994, teaches an apparatus for controlling actuation of occupant
restraint system and includes displacement sensors on the dashboard
and an infrared sensor on the headliner for sensing the location of
the occupant. The invention of Gentry, et al. has no way of
classifying changing occupants to enable variable force airbag
deployment to protect occupants without causing any further injury
to the occupants.
[0013] U.S. Pat. No. 5,413,378, to Steffens, Jr., et al, issued May
9, 1995, uses position sensors and weight sensors to sense
occupants, but the deployment of the airbag is controlled by a
controller selecting a discrete control zone to regulate a vent
valve. Steffens, Jr., et al, fails to implement a system that is
capable of sensing occupant's actual weight measurement and set
airbag deployment based on the data. Besides, the system of
Steffens, Jr., et al, has no way of classifying changing
occupants.
[0014] U.S. Pat. No. 5,707,078, to Swanberg, et al., issued Jan.
13, 1998, teaches airbag with adjustable cushion inflation, which
includes a valve member in a module to change the size of the
inflation outlet through which inflation fluid flows into the
airbag cushion, but is not controlled by the occupant's weight.
Thus, the invention of Swanberg, et al. fails to teach airbag
assembly that is configured with a classification system to produce
a device that would enable airbag deployment at a force that would
not cause further injury to the occupant.
[0015] U.S. Pat. No. 5,746,467, to Jesadanont, issued May 5, 1998,
directed to automatic safety car seat by using tension springs so
that the backrest is pushed recline backward due to the action of
the spring, still fails to teach seatbelt/airbag assembly that is
configured with a classification system to produce a device that
would enable seatbelt tension/airbag deployment at a force that
would not cause further injury to the occupant.
[0016] U.S. Pat. No. 5,785,347, to Adolph, et al., issued Jul. 28,
1998, directed to occupant sensing and crash behavior system which
determines the presence and location of an occupant to enable the
deployment of an airbag, but fails to teach airbag assembly that is
configured with a classification system to produce a device that
would enable seatbelt tension/airbag deployment at a force
proportionate to the occupant's weight and that would not cause
further injury to the occupant.
[0017] U.S. Pat. No. 5,892,193, to Norton, issued Apr. 6, 1999,
directed to compact crash sensing switch with air ducks and
diagnostic system configured with crash sensors, latching circuit,
and firing circuit. The invention of Norton has no way of
classifying changing occupants to enable variable force
seatbelt/airbag deployment to protect occupants without causing any
further injury to the occupants.
[0018] U.S. Pat. No. 5,895,071, to Norton, issued Apr. 20, 1999,
directed to compact crash sensing switch with air ducks and
diagnostic system configured with crash sensors, latching circuit,
and firing circuit. The invention of Norton has no way of
classifying changing occupants to enable variable force
seatbelt/airbag deployment to protect occupants without causing any
further injury to the occupants.
[0019] U.S. Pat. No. 6,161,439, to Stanley, issued Dec. 19, 2000,
directed to seatbelt tension prediction system configured with an
accelerometer and a seat weight sensor having an output signal
responsive to the force exerted by a mass on the seat by
calculating the average mass reading to predict the exerting force
on the seat, but does not have the ability to measure the actual
mass of the seated individual and has no way of classifying
changing occupants to enable variable force seatbelt/airbag
deployment to protect occupants during an accident without causing
any further injury to the occupants.
[0020] U.S. Pat. No. 6,259,167, to Norton, issued Jul. 10, 2001,
still was filed only after the parent application of the current
invention was made public, though failed in its entirety to show
how occupant's data could be monitored and corrected.
[0021] U.S. Pat. No. 6,260,879, to Stanley, issued Jul. 17, 2001,
directed to air bag suppression system using a weight sensor, a
seat belt tension monitor, and a capacitive sensor for controlling
the inflation of an air bag, but does not have the ability to
measure the actual mass of the seated individual and has no way of
classifying changing occupants to enable variable force
seatbelt/airbag deployment to protect occupants during an accident
without causing any further injury to the occupants.
[0022] U.S. Pat. No. 6,407,347, to Blakesley, issued Jul. 18, 2002,
though attempted to use strain gauges after the parent application
of the current invention was filed, still fails to distinguish a
proper means by which occupants data could be monitored.
[0023] U.S. Pat. No. 6,677,538, to Cook, Jr. et al, though uses
strain gauges for a vehicle weight classification system, the
approach of Cook, Jr., et al. is limited to using analog signal
processing technique without revealing a proper means by which
occupant's weight could be monitored and the data properly control
to keep the occupants from sustaining body injury during an
accident. Besides, Cook, Jr., et. al., issued Jan. 13, 2004, This
application was filed only after the parent application of the
current invention was made public, but still fails to show how
occupants data could be corrected.
[0024] U.S. Pat. No. 6,609,054, to Michael, issued Aug. 19, 2003,
teaches a classification system that classifies vehicle occupants
based on data from an array of sensors and modules are used to for
making airbag deployment force decision, airbag deployment
direction, or whether not to deploy the airbag. The decisions by
Michael teachings for enabling airbag deployment are insufficient
in scope to properly deploy the airbag without causing any more
injury to the occupants
[0025] U.S. Pat. No. 6,695,344, to Constantin, issued Feb. 24,
2004, teaches an airbag module with a predefined outlet opening for
the airbag. The module includes a reinforcement ring for the
airbag. Constantin's teachings fail to show how the outlet opening
is influenced by the occupant's weight to enable a proportionate
deployment force for the airbag.
[0026] U.S. Pat. No. 7,011,338, to Midorikawa, et al., issued Mar.
14, 2006, teaches a seatbelt device which prevents an occupant from
hitting his face against an airbag during deployment by taking up
seatbelt slack before a collision. However, tensioning the occupant
prior to collision without a predetermined tensile force that is
proportionate to the occupant's weight will only cause further
injury to the occupant at the time/before the occupant is met with
the airbag.
[0027] U.S. Pat. No. 7,047,825, to Curtis, et al., issued May 23,
2006, teaches weight sensor assembly for measuring weight on a
vehicle seat. The sensor assembly is mounted between the seat
bottom frame and a seat mounting member. Though Coutis, et al.,
fails to use EPROM for monitoring and classifying changing
occupants, their teachings seems to be a reflection of publication
by World Intellectual Property Organization, Application Number WO
99/48729 and Patent Corporation Treaty, Application Number
US99/06666 originally invented by applicant of the present
invention.
SUMMARY OF THE INVENTION
[0028] The smart seat belt control system works very closely with
the smart air bag in the advanced weight responsive supplemental
restraint computer system. When the ignition switch is turn on, the
computer system will read the information from all the load cells.
If the computer picks any weight presents on any of the load cells,
it will record a "1" in the memory for each assigned load cell that
has an occupant. The Spring Control at the Isolator Switch will
then deploy a spring carrying current that monitors the contacts of
each seat belt connectors. When the current is restricted or cutoff
the spring will retract to unlock the seat belt connectors inside
the open fixed end of the seat belt housing. When a passenger is
present, the strain gage sensors will provide electrical responses
to the applied bending, stretching, or compressing. The response
will then be transmitted to the computer programmable memory for
processing of other task like the seat belt check. Safety seat
belts and air bags are the most effective means for reducing the
potentials of serious injuries and deaths in automobile
accidents.
[0029] Together with the air bag classification system
"11/585,274", they provide some unique potentials of reducing the
crash fatalities and injuries to a minimum. Yet, passengers still
forget to use the seat belts and sustain fatal injuries in most
accidents as a result. For individual protection, seat belts should
always be worn before the vehicle is engaged in motion and when the
vehicle is in motion. Which means some form of electrical energy
would have to ignite the starting system of the vehicle. Once the
vehicle is started and put to motion, this energy form will
regenerate different rate of motion, which is a function of speed.
Speed is the main determinant of how serious a crash can be. This
speed is what generates the force that human body receives in a
crash accident that had an occupant in the vehicle at the time of
the crash.
[0030] However, it is true that people take forces of impacts for
jokes, but without the use of seat belts and air bags on high-speed
accidents, kids and pregnant women will always be punished by a
very little impact force. Therefore, it is important that all
occupants in the vehicle wear seat belts always. The proper
positioning of the seat belt on occupant's body is very important
during crashes, to give the occupants maximum protection and reduce
the bodily injuries that one can sustain without these protections.
Improper positioning of the seat belt can also cause injuries
during accidents. However, without the seat belt, frequently people
will loose their lives. Therefore, occupants should always wear
their seat belts and observe all the regulations and attachments
about the seat belts. Children and all occupants need protection
when riding in a vehicle. So, it is a practical idea to see into it
that, all children and vehicle occupants are restrained when riding
in any vehicle. If a child or any occupant is not restrained,
during accident, the occupant may strike the interior part of the
vehicle. It should have been suggested that car safety restraints
are designed in a way that would prevent the vehicle from starting,
if any or all of the occupants are not belted. However, the present
invention is designed to protect every individual in the
vehicle.
[0031] Also, it prevents the vehicle from starting if any or all of
the occupants are not wearing their seat belts. In addition, the
present invention is designed to protect every individual in the
vehicle. In part, it will prevent the vehicle from starting when
any or all of the occupants of the vehicle are not wearing their
seat belts. The processor will check to make sure that all
occupants are belted. If any of the occupant is not wearing the
seat belt, the processor will assign a "0" signal to the control
module to initiate the shut off of the ignition switch. The control
module will then activate an audiovisual or human voice response to
alert the driver of the vehicle about the specific seat location
number bearing the unbelted occupant. If the occupant is still not
belted, the control module will then energize the cutoff switch
that will shut off the engine "5" minutes after the human voice
response.
[0032] The time required to shut off the engine is adjustable, so
that different states or the government could regulate the cutoff
time. The computer system is programmed to recognize the number of
seat belts that are available and the number of occupants that are
supposed to fill the seats, through the use of the counter or
accumulator. The counter is embedded inside the seat belt processor
and receives all the load cell signals each time an occupant takes
any of the seats. All signals are in binaries with lots of
transistorize switches kicking on and off on time for the signals
to be transmitted to other devices. The present invention is a
smart seat belt buckling system that senses and recognizes the
number of occupants that are on the seats. The control module
signals the cutoff switch when any of the occupants is sensed to be
unbelted. Once the seat belt is buckled and the vehicle in motion,
a magnetic switch mechanism (magnetic cylinder) will activate a
lock. The lock is to prevent the occupants from unbuckling the seat
belts until the vehicle comes to a complete stop and the key switch
turned off or the override switch pushed in.
[0033] When the seat belt is buckled, the optoisolator switch will
enable electrical means that will activate the lock that will keep
the seat belt fixed-end and the moveable-end in place, to prevent
unbuckling of the seat belt while the vehicle is in motion. That
is, once the engine is started and the occupants are belted, they
will not be able to unbuckle the seat belt unless the engine is
shut off or the override switch is closed. When the override switch
circuit is closed or the ignition switch turn off the magnetic
cylinders will then de-energized the magnetic field. The applicant
understands that many attempts have been made to improve on the
automotive safety through the use of seat belts. The applicant also
understands that once the seat belt is buckled, occupants
occasionally get to the habit of unbuckling the seat belts. This
type of behavior makes the seat belt useless and very chance taking
when riding in a vehicle, when considering the number of
unpredictable accidents that occurs daily. Therefore, it is the
object of this invention to totally and precisely protect all
occupants from unbuckling the seat belt when the vehicle is in
motion or the engine running. It is understood that the object of
this invention is not only to protect the driver alone, but also to
protect every occupant therein.
[0034] The present invention does not prevent the ignition key from
being inserted into the keyhole of the starting switch. The smart
seat belt control system will let the driver insert the ignition
key into the key slot, but other devices will check and count the
number of occupants in the vehicle. Once the number of occupants is
known, the seat belts on the counted seats will be checked for
proper latching. If any occupied seat is found unlatched, a human
voice chip will be activated to release a human voice-warning
signal to warn the driver about the unlatched seat belt. The human
voice chip will also release the specific seat number that has the
unbuckled occupant.
[0035] The load cell will always check for the presence of an
occupant. If the occupant is present and is a child, the processor
will realize this fact through load cell to processor signal
communication and check to make sure that the child-seat is
properly secured and tensioned. The occupant seating position
counter will assist the seat belt processor in knowing the number
of occupants that are in the vehicle. It will also identify the
seat locations that have the unbelted occupants and carry the
signals to the processor. Also, the counter will carry all it's
counting in the batch mode and allow the BIOS to talk to the
processor. All the other devices use the BIOS to communicate to
each other through signal communications. Accordingly, each time
any of the load cell circuit is closed, the counter will signal the
processor, which will then use the BIOS to process other switches
to check for the seat belt buckling for the occupied seats. The
counter will stop counting when the load cells are on their no
occupant mode or opened circuit.
[0036] The processor will record in the memory, the number of seats
counted every time the counter output a signal to the processor's
input. The input signal to the seat belt processor is what the
processor uses to feed in the other devices so that a proper and
accurate protection can be ascertained. As the counter picks
signals from the load cells, the other switches are energized to
carry on their tasks. The voice chip is incorporated in the control
module to warn of the unbelted occupant when detected. The voice
chip response is the first output signal when an occupant is
detected for not wearing the seat belt. The output latch relay will
open at the end of each count, enabling the other switches to be
processed. The control module will also check for the operation of
the other devices and switches. If any malfunction switch is
detected, the voice chip relay will activate a user define messages
indicative of the problem quo for possible repairs. The control
module will also check the optoisolator switch. If the seat belt is
latched, the optoisolator will send a "1" signal to the control
module to stop processing. If the seat belt is not latched, the
optoisolator will send a "0" signal to the control module to
continue processing. That is, the optoisolator controls 1/0 for
isolation.
[0037] The optoisolating circuit uses a light emitting diode "LED"
connected to the output of the isolator to suggest activation of
the seat belt to the control module input. If the signal is "0,"
the control module will send a warning human voice signal out to
the driver, addressing the seat number and the unlatched behavior
of the occupant. The cutoff switch will then be energized if the
occupant is still not belted. The boot program for this computer
device ROM and BIOS chip will always check to see if there is any
occupant on any of the seats. All the information will then be sent
to the address line. The boot manager also assumes control of the
start up process and loads the operating system into ROM. The
operating system chip works with the BIOS to manage all operations,
execute all programs, and respond to signals from the hardware.
Lots of transistorized switches are used in the present invention
to create and transmit binary information for logical thinking
inside the computer and speedup signal communication therein.
[0038] When the seat belts are connected, the mobile connectors for
the seat belts will activate a magnetic switch. This switch will
automatically signal the computer control module that the occupant
is belted. The signal for an occupant present is "1," and a "0"
signal for an unbelted occupant. The seat belt actuating switch
could be of different types. A "1" transmission is when the seat
belt circuit is closed. A "0" transmission is when the seat belt
circuit is opened. The seats are coded so that the computer counter
can tell the exact seat number that has the unbelted occupant. An
insulated cable that has an attaching block and terminals at each
end is assigned to each seat belt positive ends. When the occupant
is not belted, the circuit will be opened. And when the occupant is
belted, the circuit will be closed, thereby letting current to flow
through the coded line to the computer processor for the seat
belts.
[0039] The double circuit system for the processor lets the
processor read the "0s" and the "1s" in two-wire process. That is,
two wires will enter the circuit, and if there is a current from
the coded line, the line will leave with a "1" from the terminal.
If there is no current, it will leave with a "0" from the other
terminal. In case of any current failure, the seat belt can be
disconnected manually, by recognizing that there is a "0" reading
at the isolator. The arrangement of the electrically conducting
wires for the seat belt circuit, which are used for signaling the
computer when in closed or opened circuit, initiate a lock when
closed. The lock is to keep the seat belt connectors locked at all
times while the vehicle is in motion. That is, with the closed
circuit occupants will not be able to disconnect the seat belt
until the circuit is opened. This can only be done in two
forms,
(1) The driver has to come to a complete stop and turn the key
switch off to let the occupant unlock or unlatch the seat belt.
[0040] (2) The driver can come to a complete stop, while the engine
is idling; he can use the omitting switch (override switch) to let
the passenger unlatch the seat belt by pushing in on the switch.
The override switch is a push-in button type switch. When pushed
in, it opens the circuit, thereby disconnecting the flow of current
and also breaking the field for the magnetic lock. This lock can be
designed to use different locking means, which also includes a
plunger locking means.
[0041] The opening of the latching circuit could only be enforced
when there is a restriction to current flow. This restriction is
initiated by the omitting switch (override switch) or by the key or
ignition switch in the off position. The smart seat belt control
system uses these protective measures to extend the protection of
occupants in all types of vehicular accidents. In addition, the
smart seat belt control system is so unique in that, it works in an
automatic mode once the passenger takes any of the seats. That is,
solely the presents and actions of the occupants transmit all
signals while the vehicle is in motion. The seat belt edges are
made of coated fine material. This is to prevent occupants from
being cut by said seat belt edges when the vehicle is involved in
an accident with the belt tensioned. The load cell, together with
the optoisolator and the CPU, reads the occupant's weight, the
vehicle current speed before the accident, and calculates the safe
seat belt tensioning. This tension, which is weight dependent, is
the applied tension that is required to hold the occupant on the
seat, and give the air bag enough room for more effective
deployment. The input-voltage to the seat belt circuit will decide
the opposition to the flow of current. This current is monitored
and compared to the ratio of the resultant current that leaves the
circuit. The circuit is used to achieve the impedance matching for
each seat belt. It also allows signals to be transmitted to human
voice signals when the seat belt is tempered while the vehicle is
in motion.
[0042] The smart seat belt control system can also incorporate a
multiplexing technique to assign signals to all specific seat belt
locations or paths. This technique uses a time division to provide
independent transmissions of the several pieces of information
about the passengers. The information is shared on time with the
computer and the driver at frequent intervals. All signals are
transmitted through a normally opened switch mode which occur when
the occupant is present and not wearing the seat belt. A normally
closed circuit is enabled when the occupant is present and wearing
the seat belt. With the closed circuit, the sensors for each
location will be in series so that the same current will be running
through the system, until another occupant takes the other seats.
When the seat belt is not worn, the circuit will be opened and an
alarm or a human voice-warning signal will be transmitted for that
seat belt location. When the said circuit is opened, the sensors
will be in parallel. Accordingly, when the occupant latches the
seat belt, the sensors will be activated, the circuit will then be
closed, enabling current that will then activate the control module
to disable signal communication to the cutoff switch.
[0043] The ignition switch for the vehicle is designed to energize
the accessories of the vehicle. The exact arrangement for the smart
seat belt control system depends on the number of seat belts that
are in the vehicle. The sensitivity of the seat belt in relation to
the key switch is set so that the seat belt will not trip the key
without a person on the seat. One set of contacts for the key
switch is assigned to each seat in the vehicle. Each time a
passenger takes any of the seats in the vehicle, one set of contact
will be closed for the air bag and the other opened for the seat
belt, until the passenger latches or buckles up. With the opened
circuit, the driver will not be able to start the vehicle. Which
means future vehicles will prevent drivers from letting their
vehicles idle for a long time without the driver's attention. That
is, when the driver is not on the driver's seat while the engine is
idling, the switch on the driver's seat will stay open. Thereby
transmitting a "0" signal to the control module which will then
activate the cutoff switch. Another advantage and uniqueness of the
present invention is that, not many deaths will occur because
vehicles were left running in garages while the drivers were
upstairs sleeping.
[0044] Many have been killed with their entire family by inhaling
the exhaust fumes, because the drivers left their vehicles running
unattended while they were upstairs. Besides, some people have the
tendency of letting their vehicles idle for a long time unattended.
In some way, this practice is hazardous to our health and our
environment. However, the present invention in "smart seat belt
control system" invention also controls the maximum idle time that
a vehicle can run when left unattended. If the vehicle was already
running, with the opened circuit, the control module will energize
the cutoff switch and the engine will shut off if the driver is not
on the seat, or the passenger is still not belted. The weight
reaction on the driver's seat will energize the coils of the other
seats. When the driver is seated, the circuit on the driver's seat
will close, letting the control module know that the driver is
seated while the engine is idling.
[0045] In all, if there is an occupant in the vehicle and the
occupant is not on the driver's seat, with the driver's seat being
vacant, the control module will still shut off the engine until the
driver takes the driver's seat. The seat belt processor has a
counter that detects the seat that has an unbelted occupant and
sends that signal to the control module. The control module will
then signal the cutoff switch that will later shut off the engine
"5" minutes after the warning signal is broadcast. With the present
invention, the driver will not be able to start the vehicle unless
the occupant is belted or the driver is on the driver's seat. The
control module has a simple timing circuit that controls the amount
of time to cutoff the key-switch if the passenger is still not
belted.
[0046] The arrangement for the smart seat belt control system
allows the audio messages to come on first, to let the driver know
about the behavior of the passenger before the engine is cut off.
With this arrangement, if the passenger decides to put the seat
belt on after the audio warning signal, then the circuit will close
and every other circuit will return to normal. However, with the
advanced technology in the smart seat belt control system, once the
seat belts are connected or latched, with the ignition key on,
passengers will not be able to disconnect the seat belts without
the key-switch in the off position. Also, the driver could let
passengers disconnect the seat belt with the use of the omitting
switch (override switch), which will let the passenger off while
the engine is still running. Another unique advantage of this smart
seat belt control system invention is that, it has no provision for
an unbelted occupant. The time switch is connected in parallel with
the key switch and carries the omitting switch (override switch),
which is used to let off passengers. The same computer system for
the Advanced Weight Responsive Supplemental Restraint Computer
System for the air bag deployment is programmed to keep track of
the unbelted occupants with the use of these incorporated devices.
That is, if the occupant is not belted, the computer will pick the
signal and process other devices to react to the unsafe
practices.
[0047] Some many advantages of the smart seat belt control system
are that, there will be no increased air bag pressure due to the
fact that the occupant was not belted. Besides, if the air bag
pressures are increased to protect unbelted occupants, there will
be no protective limits for bigger or smaller occupants.
[0048] However, a new technology in the air bag industry has a
variable control to give each individual a force that is
proportionate to the individual's weight. So, by implementing the
smart seat belt control system, occupants of all ages and sizes
will be well protected with this smart seat belt control system and
the advanced weight responsive supplemental restraint computer
system's technology.
[0049] Again, all occupants are protected with this advanced seat
belt technology in smart seat belt control system, despite the
frontal or rearward seating position. That is, whether the occupant
is seating in the front or at the back seat, they will all be
protected by the smart seat belt control system. This smart seat
belt control system does not discriminate by protecting only the
driver. It does protect every occupant in the vehicle. The smart
seat belt control system will let the car start if the driver or
the occupant is not wearing the seat belt, but the system will shut
off the engine if the driver attempts to engage the vehicle in
motion with any of the occupant unprotected.
[0050] The smart seat belt control system will not let the engine
start if the driver is not on the seat. With the advanced weight
responsive supplemental restraint computer system, the individual
occupants on the front seats safely control the inflation pressure
of the air bag. While the buckling of the seat belts is monitored
by the seats counter that checks all the seats for proper and safe
buckling. Which means, the size of the occupants on the front
seats, and not the absence of the buckling of the seat belts will
generate the increasing inflation pressure for the air bag.
Besides, the seat belts will always be buckled with this advanced
technology. In addition, occupants will not suffer the presence and
effect of the excess air bag deployment pressure with the presence
of the smart seat belt control system. Protectively, the smart seat
belt control system together with the advanced weight responsive
supplemental restraint computer system guarantees a total safety
for vehicles with air bags. Gratefully, vehicles without air bags
will have their occupants well protected. Also, the smart seat belt
control system does not only control the driver's seat belt
latching but also controls the other seat belts and seating
positions of the vehicle. This also prevents the vehicle from
starting when there is no body on the driver's seat. Once the
engine is started, the smart seat belt control system will also
controls the entire safety devices and prevents the driver from
driving the vehicle when there is an unbelted occupant.
[0051] Another unique future for the smart seat belt control system
is that, once the seat belt is latched and the engine running,
occupants will not be able to disconnect or unbuckle the seat belt
when the vehicle is still in motion or the engine running. This
means, occupants will always have their seat belts on at all times
when the engine is running or the vehicle in motion. Any attempt to
latch the seat belt for the sake of starting the vehicle will
prevail with the present invention. This is because once the seat
belt is latched while the engine is running or the vehicle in
motion, the occupant or driver will not be able to disconnect the
seat belt until the vehicle comes to a complete stop and the
ignition switch turned off. However, prior attempts have been made
to safeguard the life of the driver by not letting the engine crank
if the driver is not belted. With these attempts, only the life of
the driver is protected.
[0052] Also, with the prior attempts, once the engine is started,
drivers can still unlatch the seat belt and still be able to
continue driving without the driver or the occupants being
protected. Accordingly, the smart seat belt control system is not
discriminative in that, it protects every occupant in the vehicle.
Some object of this invention is to prevent the vehicle from
starting when there is no person on the driver's seat. Another
object of this invention is to cutoff the engine if the driver
leaves the driver's seat with the engine running for more than a
specified time. That means vehicles will not be started if the
driver is not on the driver's seat, even if all the occupants are
belted. Which means, when the driver leaves the driver's seat, kids
on the passenger's seats will not be able to start the vehicle when
there is no one on the driver's seat. In part, the programmable
memory will prevent kids of certain weight range, with the
incorporation of the load cell, to get on the driver's seat and
attempt to start the vehicle. The presence of any occupant will
energize the load cell.
[0053] The load cell in turn will energize all the other switches
after the presence of the said occupant is noticed. The counter to
make sure that the occupants are belted will then check the
switches. If the occupants are not belted, the counter will inform
the seat belt processor to enable signal communication. The seat
belt processor will then signal the control module, which will then
energize a human voice chip warning response. At the end of the
warning communication, if the occupant is still not belted, the
control module will activate the cutoff switch and the engine will
then be shut off after "5" minutes or at the programmed time. The
same uniqueness of this state of the art invention of the smart
seat belt control system follows that; no interference will exist
between the insertion of the ignition key and the ignition key
switch. The smart seat belt control system will rather prevents the
occupants from unlatching the seat belt once the engine is running.
This means every occupant a total protection with the uniqueness of
the advanced weight responsive supplemental restraint computer
system.
[0054] The decision making for the air bag in advanced weight
responsive supplemental restraint computer system will let the
smart seat belt control system to function automatically. The
system is programmed to cutoff the engine "5" minutes after the
normal audio warning of the unbelted occupant or at the programmed
time. The computer keeps track of everybody in the vehicle with the
use of the load cell, to make sure that all the occupants are
protected. A detailed record is provided for any presence of an
occupant. The rapid decreases in cost for microprocessors and
associate elements are bringing the computer-based system into
almost every advanced safety and technologies. Therefore, the
development of this advanced passenger restraint is less costly,
very affordable, and will allow every passenger and driver to stay
within the law. A device like the smart seat belt control system
will be exceptionally hard not to be used by occupants. This device
also will constitute significant differences to the fatal accidents
and injuries. The low cost of the microprocessor of this device is
what is leading to the development of what is called "SMART
PASSENGER RESTRAINT".
[0055] The smart seat belt control system is based on its ability
to monitor the presence of the passengers on any of the seats,
compares the belted information and the unbelted information with
the data in the memory. It will then decide whether any of the two
groups of information agrees with the stored data that has been
programmed in the memory.
[0056] When the passenger is present, the computer will read a "1."
If the computer sees a "0" at the seat belt data, it will know that
the passenger is not belted and will immediately signal the chip
that has the stored human voice audio signal to response to the
exact condition, for the exact message to be amplified to the
driver.
[0057] The principle to this smart seat belt control system is
based on the electronic line signals by the electronic control
module. The signals are in analog, which varies with the amount of
current at various seating points where seat belts and load cells
are assigned. These signals are compared with the preset signal
levels to form a digital signal, corresponding to the difference in
the presence or absence of the passenger on the seat belt location.
The digital signal is then compared with the actual current level
corresponding to the seat pattern and the preset current level. By
programming the current level to correspond to the configured
seats, this device will not only protect adults, but will also
protect any kid or person on the seat, regardless of the size.
Since the output is a digital signal, this device can be programmed
to check the locks at various high-speed crashes and also record
the speed before the crash. That is, this computer device to help
detect the crash speed, would record the speedometer reading before
the crash. The omitting switch (override switch) is mounted on the
dashboard. This switch is of the push in type, which is used for
letting passengers off.
[0058] When any of the seat belts is connected, the little current
that signals the computer will create a magnetic contact between
the two metal connectors of the seat belt that will keep the
latches locked at all times when the engine is running. When the
belts are connected, a phototransistor and a light emitting diode
"LED" will face each other across the open slit of the optoisolator
switch. This diode is a simple switch, which is energized when the
applied voltage provides a forward bias. The optoisolator is an
optical-coupler, which consist of a light emitting diode "LED"
input, optically coupled to a photocell. The photocell resistance
is high when the LED is off "0 signal" for an unbelted occupant,
and low resistance when the LED current is on "1 signal" for a
belted occupant. The interface circuit for the photocell measures
the light intensity inside the optoisolator.
[0059] The op-amp is the signal-processing interface between the
photocell and the latching relay. This op-amp also compares the
buckling switch on the LED when the seat belt is buckled, and the
unbuckled signal when the seat belt is not buckled. The photocell
is a sensor or transducer that converts light or optical energy
into electrical energy so that the motion of the seat belt can be
properly monitored. The optoisolator circuit monitors the
light-intensity inside the fixed end of the seat belt and switch on
the LED when the occupant is not belted. When the occupant is not
belted, the light intensity will drop below the specified level.
The conductivity or resistance of the photocell inside the
optoisolator circuit changes under light exposure. This light
exposure is initiated from the load cell switch when closed.
Cadmium Sulfide "CdS" could be used for the design of the
photocell. When the occupant is belted, the resistance will
decrease while the light intensity will increase. The counter and
the latching relay will then be energized. The interface circuit
will then give an output voltage that is proportionate to the light
intensity. This output voltage will also be proportionate to the
load cell out put voltage. This voltage is then used to energize
the coils of the seat belt tensioner so that a proportionate
tensional force is ensured when the vehicle is involved in an
accident. The generated voltage from the load cell's output is
proportionate to the inverse of the resistance.
[0060] The control module is required to control the energy source
of the switches. This control module will have the ability to
control large amount of power with a minimum of control energy.
Also, different types of control module may be used, but the
description of the workability of the module employed in this
process, calls for a control module that will conduct power in
either one or two directions. However, only the module that
conducts current in both directions will be mentioned.
[0061] The thyristor, which is a silicon-controlled rectifier, may
be used for the control module process. Although there are other
types that may work equally, only the thyristor will be mentioned
in length. There are many types of thyristor that could be used. A
thyristor is just like a diode with the exception that it can be
turned on at any point in the circle. The thyristor has three
terminals; the anode, cathode, and gate work in a defined sequence.
That is, a current pulse is applied to the gate to start
conducting.
[0062] Once conduction is started, the pulse is no longer
necessary, and the silicon controlled rectifier will remain in
conduction until the current goes to "0" or some other means is
used to force it to stop the conduction process. The triac
thyristor that could be employed for this design consists of two
silicon-controlled rectifiers back to back. This allows current to
flow in both directions when turned on. In addition, the triac is
readily available in current rating to specific amps and also in
voltage ratings. Accordingly, this triac thyristor consist of
electrical isolation "optoisolation" so logic level voltages can
turn it on. It turns on at the first voltage zero "0" after the
control voltage is applied and the seat belt latched. It turns off
at the first current zero "0" after the control voltage is removed
or the ignition switch in the off position or the override switch
pushed in. This will also prevent transients or voltage spike on
both the source and the load.
[0063] The silicon-controlled rectifier is used because of the fast
switching speed needed to keep every body informed of the necessary
safety measures. The triac is very capable of providing such an
adequate speed. In all, the silicon controlled rectifier works very
closely with the computer logic circuit. The seat belt latching
circuit also measures light intensity from the load cell as a
signal communication that an occupant is present. An op-amp is also
used as a signal-processing interface between the optoisolator and
the latching circuit. This op-amp also compares the light emitting
diodes "LED" for latching purposes when the load cell circuits are
closed. When the seat belt is connected, the blinder will kick out.
That is, the blinder will not be inserted into the slit when the
seat belt is latched. The transistor will see the LED and energize
a magnetic field between the two connectors of the seat belt.
[0064] When the key switch is off, or when the omitting switch is
pushed in, the blinder will insert into the slit to disconnect or
break the magnetic field. This will allow the occupants to unlatch
the seat belt in an attempt to get out of the vehicle. Also, when
the seat belt is not connected, the blinder will insert into the
slit and the computer will know through signals that the seat belt
is not connected. The seat belt magnetic switch is embedded inside
the optoisolator switch, which is mounted on the fixed structural
side of the seat belt. The applicant understands that the
arrangement of the magnetic cylinder and the blinder can be
configured differently. But the concept behind the smart seat belt
control system is what the applicant is further claiming, to
structurally safe the live of our love once in future accidents.
The multi-mode control module will pick signals from the seat belt
processor.
[0065] The counter tells the processor the number of unbelted
occupants in the vehicle and the seat location of the said
occupant. Again, the key switch, when turned on, and the seat belt
connected, sends current to the isolator that will create magnetic
field lines at the ends of the seat belt connectors. The field
lines are strongest at the ends when connected and the engine
running. The blinder will break the magnetic force each time the
omitting switch is pushed in or the key switch turned off. There
are lots of other locking system that could be used, as is
mentioned that, some of the object of this invention is to prevent
occupants from unlatching the seat belt when the engine is running
or the vehicle in motion. Another object of the present invention
is to shut off the engine when the vehicle is involved in any type
of accident, preventing the pressurized fuel lines from busting out
and fuel reaching the exhaust pipe or any other hot spot around the
fuel lines and course flames.
[0066] The control module will also receive signals from the
vibration sensor for rollover type accident, and from the collision
sensor in frontal or rear-end type accident and activate the cutoff
switch. Some of the many reasons why this state of the art smart
seat belt control system shut off the engine are because drivers
get panic when an accident occurs and lost control of directing the
vehicle. By shutting off the engine will reduce the other
consequences that are associated with panicking on the steering
wheel. Also, on very severe accidents, fluid lines sometimes give
away due to increased pressure on the lines caused by the impact
force of the collision. With the exhaust temperature at certain
degrees or any occurring sparks around the engine, a leaking fuel
line will initiate flames and the vehicle will go on fire.
Therefore, it is another object of this invention to eliminate
further accidents and fatalities after the initial accident. This
smart seat belt control system will let the control module activate
the shut off system seconds after the air bag had deployed. The
line of force is continuous between the north and south poles of
the seat belt connectors.
[0067] This line of force or current flow draws these poles
together to keep the seat belt locked at all times, when the
vehicle is in motion. The material used for the seat belt
connectors would have high permeability that will allow the
material to conduct magnetic flux. The magnetic flux density will
measure the concentration of the magnetomotive force of the seat
belt connectors. That is, a strong magnet will depend on the heavy
concentration of the magnetic flux. The electromagnetic reaction is
temporal in this smart seat belt control system device. When
current flows through the other end of the seat belt, and the
connectors are latched, they become electromagnet.
[0068] The latching of the seat belts carry the principles to the
operation of the seat belt activation of the optoisolator switches.
The seat belt optoisolator switch linkage to the control module is
energized when the ignition switch is closed. Once the control
module is energized, the cutoff switch circuit will close, holding
the control module in the energized state. When the occupant is not
wearing the seat belt, the seat counter checking circuit and the
latching circuits will close for that seat location. The cutoff
switch will then be opened for the engine to shut off "5" minutes
after the warning message. Seat belt switches 1, 2, 3, 4 are
configured to use logic functions to close and open the counter and
the latching circuits. That is, if the passenger is present and
wearing the seat belt, the switch will be closed for that seat
location. If the passenger is not wearing the seat belt, the switch
will be opened for the said seat location.
[0069] The counter will then receive a "0" logical signal for the
unbelted seat location and inform the processor that the occupant
on that seat location is not wearing the seat belt. The processor
will then notify the control module, which will then activate the
chip to emit a human voice response, and a warning massage will
then be voiced out. The control module will always activate a human
voice message whenever the circuit for the seat belt location is
opened. The ignition switch is connected to send power to the
entire system of the present invention. All the components of the
smart seat belt control system device are so sensitive in that,
tempering with the seat belt connecting ends will not activate the
system. Instead, it will audibly warn the driver that the occupant
on the said seat location is tempering with the seat belt. Also, a
vibration detector is attached and linked to the system to sense
rollover type accidents and activate the cutoff switch to shut off
the engine.
[0070] The effectiveness of the vibration sensor or detector will
depend on the proper application and programmed installation. The
use of the cutoff switch in any collision or rollover type
accidents is to prevent fire hazards or any other type of accident
that may occur after the original or initial occurrence. Therefore,
proper adjustment of the sensitivity of the vibration system is
necessary to avoid false cutoff from vibration caused by bumps. In
addition, all accidents that are severe enough to activate the air
bag will trigger the cutoff switch "5" seconds after the air bag
had deployed. This is to prevent the engine from continuous idling
and also to stop any other accidents that could result if the
engine stays running after the accident. The time switch provides
no time for an unbelted occupant. The advantage of the time switch
in the present invention is to make sure that every occupant riding
in the vehicle is protected.
[0071] The time delay gives the occupant enough time to comply with
the law of wearing seat belts when riding in a vehicle. Through out
the delay time, the warning massage will be operative for the time
duration of the programmed delay intervals. After the delay time
has elapsed, the control module will energize the cutoff switch and
the engine will shut off when the programmed time elapses. The time
switch is connected in parallel with the cutoff switch. When the
warning signal is operative, the cutoff switch circuit will stay
close. After the end of the delay, or the end of the warning
message, the cutoff switch will then kick open and the engine will
be shut off if the occupant is still not belted. If the occupant
decides to wear the seat belt during the delay, the time switch
will be opened and the cutoff switch will then be closed. The
computer keeps track of all the activities around the occupants,
the air bag, and the seat belt functions. The computer is
programmed to check the seat belt latches on any of the occupied
seat. The load cell provides unique information about the occupants
present. However, the entire device is designed to monitor the
wearing of the seat belt before the vehicle is engaged in motion to
ensure that the occupants stay belted and safe, while the vehicle
is in motion.
[0072] Vehicles without air bags can also take advantage of this
smart seat belt control system. That is, the smart seat belt
control system can use different sensors to sense the presence of
an occupant even with older vehicles that have no air bag. In all,
the smart seat belt control system device can be readily installed
in older vehicles.
[0073] The time constant for the time delay is very important in
this smart seat belt computerized device because the timing and the
warning response time determines the performance of the smart seat
belt control system. The device can use different time constant
circuit. However, only the RL time constant will be described here,
to carry the programmable assignments. The RL time constant is the
inductor and resistor that are used to design the time circuit for
the advanced weight responsive supplemental restraint computer
system and the smart seat belt control system. When current is
flowing in the inductor, the current generates a magnetic field
buildup around the inductor. If the current is interrupted, the
magnetic field collapses very quickly. The magnetic field is
allowed to collapse at a controlled rate by an intermediate
condition between maintaining the magnetic field and allowing it to
collapse rapidly. The resistor determines the rate at which the
magnetic field collapses. This time constant is a measure of the
time required to broadcast the audible human voice warning message
and the time to shut off the engine. The time constant is the
specific amount of time required to obtain 100% of the programmable
task of the smart seat belt control system.
[0074] Power line transients are ensured to protect any failure
within the computer and the electronics. When a passenger seats on
any of the seats, the passenger will input a present-signal on the
load cell. The load cell circuit will then close and output the
occupant present-signal that will energize the seat belt
check-switch or counter. The counter will then check to make sure
that the switch for the occupied seat is closed. When the switch
for the occupied seat is closed, the latching relay will be
energized to check if the seat belt for that seat location is
latched. The seat belt check-switch or counter is closed only when
an occupant takes any of the seats. The latching relay switch is
only energized when the seat belt check-switch is closed. The
energizing of the latching relay is momentary. Therefore, each time
the latching relay is energized, switch "A" will be closed. Once
the latching relay is energized, contacts "B" will close, holding
the latching relay in the energized state after switch "A" is
opened. All the other contacts will follow the same sequence of
operation. The seat belt and the latching relay are arranged so
that the contact of seat 1, which is the driver's seat, will supply
power to the coils of seat 2, seat 3, and seat 4. The computer is
programmed to recognize a pattern of switches, and no occupant will
be able to start the vehicle if the occupant is seating in any seat
other than the driver's seat. That is, the smart seat belt control
system technology is one of the best technologies designed to
protect all occupants of all sizes.
[0075] The moveable end of the seat belt has a built in coil in its
housing which is rotate-able. The coil is properly winded on two
shafts that have wheels at each end. The wheels are rotated as the
coils receive collision signal from the collision sensor. A stopper
plunger is engaged between the wheels when the coils complete its
windings. The seat belt processor energizes the winding of the
coil. That is, the occupants weight from the load cell and the
speedometer information of the vehicle are send to the CPU that
will compute the tension needed to keep the occupant on the seat
when the vehicle is involve in a collision. The computed tension
for the said occupant is then sent to the seat belt processor that
will program the coil for that seat belt housing to rotate and
tension the occupant appropriately on the prescribed seat location
when a collision is sensed. The other object of this invention is
to ensure maximum seat belt tensioning means that is sufficient
enough to keep the occupant on the seat without causing any further
injury to the occupant, or let the occupant be thrown out of the
seat on impact. The tensioning of the seat belt and the tension on
the belt are proportionate to the weight of the occupant on the
prescribed seat location.
[0076] Another object of this invention is to provide a maximum
supporting load that will hold the occupant on the seat during
collision, while reducing the load acting upon the wheels. The
stopper takes out much of the load acting upon the wheels when
engaged.
[0077] The occupant's measured weight is very useful to measure the
power to the coils of the rotating end or the seat belt tensioner.
This power is so divided to signal the tensional circuit to
energize the tensioning coil to rotate and tension the seat belt at
a tensional force that is sufficient to hold the occupant on the
seat. The energy to the coil of the seat belt tensioner is only
necessary when the vehicle is involved in a collision of the
prescribed magnitude. Very little current will be made constant at
the coil. When the occupant's weight is input on the load cell, the
load cell will then output this weight in voltage readings. All the
voltage readings for the smart seat belt control system and the
advance weight responsive supplemental restraint computer system
are very small and they are read in milivolts. When the collision
sensor sends a collision signal to the seat belt processor, the
seat belt processor will signal the tensioning coils on the
occupied seats so that the coils could be energized and adjust to
the appropriate tension needed to safe-guard the occupants from
injuries.
[0078] The unique object of this portion of the invention is to
provide a variable tensioning means, since occupants are thrown off
their seats with different forces for their different weight
values. That is, for each occupant, the power needed to rotate the
coil to provide a safe tension on the said occupant upon collision
is P=I*E. The voltage from the load cell is E. This voltage is the
occupant's weight value and all the computations of the rotations
of the coils are carried on in binaries. The voltage E, multiplied
by the constant current I, provides the necessary pressure that is
needed to activate the coil to generate a tensioning force that
would be compared to pounds per inch, sufficient enough to hold the
occupant on the seat without causing any further injuries. The coil
will receive a constant current I, and upon receiving the weight
signals in voltage reading E, will influence the number of
rotations of the coil that will safely protect and tension the
occupant, without causing any further injury to the said occupant.
The ground for the coil is located at the mounting casing of the
coil housing.
[0079] The heart of the smart seat belt control system is the
interface module inside the control module that communicates with
the seat belt processor and converts the weight of the occupant and
the collision force input into series of signals that the coil can
handle. These signals are then sent to the coil tensioner to act
upon, and influence the appropriate number of rotations of the coil
that will initiate the amount of tension of the seat belt that will
then keep the occupant on the seat when a collision is sensed.
Signals may be sent in one wire at the same time. The transmission
of the signals in this multiplexing technique would prompt other
devices like the air bag accelerometer to programmable select only
the signals that are intended for its use.
[0080] In the process of trying to determine the cost of building
the smart seat belt control system, seat belt manufacturers would
realize the very low cost. It is seen here that the same parts are
used for the control of the smart airbag deployment force and the
smart seat belt control system. The computer system for the
advanced weight responsive supplemental restraint computer system
is designed to accept the components of the smart seat belt control
system. Therefore, the only additional future to the computer is
the seat belt processor, the variable electronic tensional coil,
the latching relay, and the optoisolator. All the other components
are designed to work as described in the body of the present
invention, to better improve on automotive safeties.
[0081] These advanced weight responsive supplemental restraint
computer system and the smart seat belt control system
technologies, are the DY-2Ksmart. Where the airbag, DY-2KsmartA, is
differentiated with respect to A, dY/dA=2Ksmart and the seat belt,
DY-2KsmartS, is differentiated with respect to S, dY/dS=2Ksmart.
Together, they are DY-2Ksmart. A technology designed for the next
century.
[0082] In all, the present invention is the advancement of
occupant's protection to automotive safeties. Accordingly, it is a
principal object of the invention to provide a supplemental
restraint system having an accurate weight sensor to determine the
presence and weight of a passenger.
[0083] It is another object of the invention to provide a
correlation between the weight of the passenger and the deployment
characteristics of the air bag.
[0084] Some of the other objects of the present invention are the
many advantages as they are introduced in the art,
[0085] Occupants are programmed to always wear their seatbelts.
[0086] There will be no increased airbag pressure due to the fact
that the occupant was not belted.
[0087] Vehicles without airbags will have their occupants well
protected.
[0088] The engine is shut-off when any occupant is detected
unbelted.
[0089] The connectors are locked when the vehicle is in motion to
further protect occupant's unsafe habits
[0090] All the seatbelts are monitored when the ignition switch is
turn on.
[0091] The system has 100% occupant's awareness and protection
before the vehicle is engaged in motion.
[0092] The occupant to driver communicating means in relation to
the seatbelt latching and the vehicle being in motion is
unique.
[0093] The engine will cut-off and will not restart if the occupant
is still not belted.
[0094] Occupants will always be held on their seats at all times
while giving the airbag time to deploy more effectively.
[0095] The engine is cut-off at a preset time when the driver is
not on the driver's seat, thereby preventing carbon inhalation at
home garages if left idling unattended.
[0096] The development of the smart seatbelt control system is less
costly and more effective in fatality reduction.
[0097] These and other objects of the present invention will
readily become apparent upon further review of the following
specification and drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0098] Similar reference characters denote corresponding features
consistently throughout the attached drawings.
[0099] FIG. 1 is seen to represent a side view of an occupant 110
on a seat 10 of a vehicle using plurality of load cells 15 mounted
between the seat mounting surface and the floor of the vehicle to
control deployment of the supplemental restraint system of the
present invention.
[0100] FIG. 2 is seen to represent the optoisolator circuit 70, a
blinder 320 not inserted, an op-amp 35, the LED 74, the photo cell
73 and the magnetic cylinder 60 for monitoring and enabling a
permanent lock on the belt ends when the vehicle is in motion.
[0101] FIG. 3 is seen to represent the optoisolator circuit 70, a
blinder 320 inserted, an op-amp 35, the LED 74, the photo cell 73
and the magnetic cylinder 60 for monitoring and disabling a
permanent lock on the belt ends when the vehicle is in motion.
[0102] FIG. 4 is seen to represent a computer system 500 with all
internal elements that enablers signal communication.
[0103] FIG. 5 is seen to represent sectional view of the load cell
15 showing the strain gauges 11, a circuit diagram of other
components of the present invention is further seen configured with
computer 500.
[0104] FIG. 6 is seen to represent the seat belt 17 disconnected
from their ends 46, and configured with a wheel 120 and a moveable
coil 95, all seen to interface with the optoisolator 70 and the
control module 25
[0105] FIG. 7 is further seen to represent at least a four seating
positions all configured with at least a load cell 15, at least a
switches 18 and include a second switch 88, the ignition switch 01,
the cut-off switch 03, the seat belt latching relay 80 with points
A and B as they are related to the control of the seat belts.
[0106] FIG. 8 is seen to represent the transistorized switches 04
and a block diagram of the primary components of the supplemental
restraint system of the present invention.
[0107] FIG. 9 shows a gas canister 60, a sliding pot 61, the
external layer 4, an internal layer 3, an opening 67 for the
release of controlled release of gas 65, an air bag 1, an air bag
sensor 8 and a combustion chamber 101 all forming the deployment
components of at least an area of present invention.
[0108] FIG. 10 is seen to represent the interior of the vehicle
showing the airbags 1, 2, the dashboard 300, and the pressure
sensor 310 mounted on the dashboard for enabling signal
communication when active.
[0109] FIG. 11 shows the seat belt monitoring control module 25
showing the front and rear seats circuits configured with a warning
system in communication with the human voice chip 020, vibration
sensor 300, and the optoisolator circuit 70.
[0110] FIG. 12 is further seen to represent at least a four seating
positions all configured with at least a load cell 15 configured
but for three seating positions, at least a switches 18 and include
a second switch 88, the ignition switch 01, the cut-off switch 03,
the seat belt latching relay 80 with points A and B as they are
related to the control of the seat belts.
[0111] FIG. 13 is a clear view of the seatbelt ends 46 having at
least a male connecting ends and a female connecting ends housing
at least a harness for signal communications.
[0112] FIG. 14 is seen to represent the control unit for the
instant invention configured to communicate various interior
applications such as seatbelt usage, window up/down, door
lock/un-look, heated mirror, engine component operation,
wiper/washer on/off and to monitor electronic components
operations.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0113] FIG. 1 denotes an exemplary configuration of occupants seats
10 configured with load cells 15, temperature sensor 18, a
detection platform and switches to indicate when an occupant is
seating. The load cell 15 is seen to be mounted between the seat
mounting structure 16 and the floor 100 of a conventional vehicle.
Occupant 110 is seen seating on seat 10 and held on the seat by
seatbelt 17. Seatbelt 17 is further shown having a sensor 7, a
seatbelt tension sensor and configured with load cell 15. FIG. 2
denotes an exemplary configuration of an optoisolator circuit 70,
configured with at least a magnetic cylinder, a strain gauge, a
LED, and a photo cell in communication with at least a blinder
320.
[0114] FIG. 3 denotes the optoisolator circuit showing the blinder
insertion and the anchor plate configured with the strain gauge.
The optoisolator 70 is communicatively connected to a computer unit
through a seatbelt control processor 140 as shown in FIG. 4. The
computer unit 500 is further configured with a gas discharge
processor, an accelerometer control processor, gas release valve
relay 42 and a CPU. In FIG. 5, the accelerometer 40 is seen
constructed with the accelerometer spring 21, the accelerometer
crystals 45, and the accelerometer mass 52. The accelerometer is
operatively connected to the gas current igniter 55, and the
measured acceleration D is seen to represent components of the
accelerometer 40 configured with the gas canister 60 having a gas
release valve relay 42 communicatively configured for controlled
releasing of gas 65 into the combustion chamber 101. A collision
sensor 75 and a gas current igniter 55 are configured with the
accelerometer 40 and operatively configured with the gas canister
60 through processors 130, 135, 140, and 150. Processor 130 is
communicatively configured with gas canister 60. Processor 135 is
communicatively configured with collision sensor 75. Processor 140
is communicatively configured with seatbelt tension sensor 600,
seatbelt tension sensor 600 is shown in FIG. 1. Processor 150 is
communicatively configured with accelerometer 40. Processors 130,
135, 140, and 150 are communicatively interactive through CPU 26.
The reference number 65 is seen in FIG. 4 to represent the
controlled release of gas 65. The reference number 67 in FIG. 4 is
seen to represent the opening 67 of the gas canister 60 for the
controlled release of gas 65 into the combustion chamber 101. As
shown, the controlled release of gas 65 is pressured from the gas
canister 60 through the opening of the sliding pot 61, into the
combustion chamber 101 for ignition by the gas current igniter 55
therein, initiating a proportionate amount of deployment force of
at least first air bag 1.
[0115] As shown in FIG. 3, the accelerometer 40 upon receiving
amplified signal from the amplifier 20, enables line signals to the
gas canister sliding pot 61, to open the sliding pot opening 67, as
shown in FIG. 4. The sliding pot opening 67, enables the gas
release valve relay 42, to activate the controlled release of gas
65. The controlled release of gas 65, when ignited by the gas
current igniter 55, deploys the air bag intelligently with a force
that is proportionate to the weight of the occupant 110. The energy
generated by the accelerometer crystals 45 displaces the
accelerometer mass 52 in the accelerometer 40, to generate a
corresponding amount of electrical energy therefrom, such as might
occur if accelerometer 40 is piezoelectric accelerometer. The
applicant also understands that this high accuracy weighing system
is also designed to carry in vehicle information about occupant
110. By incorporating a ROM 59 and BIOS, a RAM 32, and software
program in communication with the load cell 15, enables recording
of any and all the information about the weight of occupant 110.
The BIOS provide basic control over the load cell 15 and is stored
in the ROM 59.
[0116] The ROM 59, which is a special chip, contains instructions
and information in its memory that can not be changed, whereas the
RAM 32 is primary memory storage for the occupant 110 information.
The accelerometer 40 generates electrical energy when put under
mechanical stress. Applying pressure on the surface of the
accelerometer crystal 45 creates the measured stress; this is
measured acceleration D initiated by the occupant's 110 applied
weight on the seat 10 responsive for enabling signals to enable the
stress. The measured acceleration is then passed on to the
accelerometer 40. The accelerometer converts the measured
acceleration corresponding to the weight of the occupant 110 into
an acceleration value corresponding to the proper amount of
acceleration at which the air bag 1, 2 would have to be deployed to
protect the occupant 110 in the event of a collision.
[0117] The electrical energy generated by the accelerometer crystal
45 will displace the accelerometer mass 52 in the accelerometer 40,
and the displacement force will react on the accelerometer spring
21, enabling the accelerometer spring 21, to contract to an amount
proportionate to the occupant 110 applied weights on seat 10. The
force reacting on the accelerometer spring 21 is proportionate to
the weight of the occupant 110. When a collision is sensed, the
collision sensor 75 will enable the control module 25, configured
with the collision sensor 75, the control module 25, will then
enable the amplifier 20 to amplify the signal from the load cell
15, to the accelerometer microprocessor 150, and the release gas
control processor 130 configured with the gas release valve relay
42. The control module 25 will enable the gas current igniter 55,
to ignite the controlled release of gas 65, inside the combustion
chamber 101 for the air bag 1. The force created during the
combustion inside the combustion chamber 101, is the deployment
force of the air bag 1.
[0118] The speed of the vehicle and the collision threshold for
enabling the activation of the airbag 1 determines the crash
severity and allow the seat belt 17 to lock the occupants 110 in
place while the air bag 1 protects the occupant's upper body from
moving. The load cell 15 differentiates adults from kids with the
highest degree of reliability. Occupants 110 are differentiated
from objects through temperature sensor 18. The occupants 110
weight on the surface of the seat 10 and the occupants 110 weight
on the floor 100 are transmitted to the load cell 15 to equal the
occupant's input or weight. The weight information is kept constant
so that even if the occupant 110 moves around the seat 10, the
weight information at the address line 33 will not change. But when
the occupant 110 finally leaves the seat 10, the erasable
programmable read only memory-EPROM 34 will erase the occupant's
110 weight information from the address line 33. That is, when a
new occupant 110 is seated, new information will be sent to the
address line 33. Accordingly, the parameter of weight for the air
bag to enable deployment is precisely determined.
[0119] FIG. 6 further denotes a seatbelt designed with at least a
connecting ends configured with a wiring harness and at least a
connecting end communicatively connected to a coil. The
communication signals from the harness are then communicated to the
latching relay circuit as shown in FIG. 7 to check for the occupied
seat and the seat belt latch for that occupied seat. FIG. 8 is seen
to denote the computer unit configured with a CPU 26, a control
module 25 and other elements of the present invention. FIG. 2 is an
illustration of an optoisolator circuit with the blinder not
inserted and configured with a LED, a photo cell, a strain gauge, a
magnetic cylinder, and other elements of the present invention.
FIG. 3 is seen to illustrate a similar embodiment of the present
invention showing an anchor plate and the blinder inserted.
[0120] FIG. 8 denotes an exemplary elastration employing a rear end
collision and uses a radar unit 70 to sense the imminence of a rear
impact. The data from rear end collision is communicated to control
module 25, which controls the detection of occupants 110 on seats
10 to enable the deployment of air bag 1, 2 with the proper force
as discussed above. In a frontal impact of about 13.2 MPH,
collision sensor 75 is activated. The speed of 13.2 MPH represents
the threshold speed at which the efficacy of any air bag system
should usually become activated. At collisions of below the 13.2
MPH, the air bag system tends to become less effective and
expensive to deploy, thus the present invention can function even
if the front impact is of an extremely low speed. The preferred
embodiment of the present invention would not engage until occupant
110 is detected and the front impact of speed about 13.2 MPH and
above is achieved. Thus, if the collision force is greater than the
force normally created by a speed of about 13.2 MPH, airbag
assembly 400 would be responsive because at speed 13.2 MPH, when an
on coming vehicle is driving at above 13.2 MPH, the force would
vary, thereby enforcing further injury. With the present invention,
airbag assembly 400 is responsive to the speed of the vehicle, the
occupants 110 weight, and the collision force during impact. The
data stored in address line 33 is used as the proper force
calibration, and the air bag 1, 2 would deploy with the proper
volume of propellant.
[0121] The reference number 65 is seen in FIG. 9 to represent the
controlled release of gas 65. The reference number 67 is seen to
represent an opening of the gas canister 60 for the controlled
release of gas 65 into the combustion chamber 101. As shown, the
controlled release of gas 65 is pressured from the gas canister 60
through the opening of the sliding pot 61, into the combustion
chamber 101 and to be ignited by the gas current igniter 55
therein, initiating a proportionate amount of deployment force of
at least first air bag assembly 400. In the illustration of FIG. 9,
air bag assembly 400 has two layers 3, 4 to further minimize the
impact of deployment. An internal layer 3 is the base of the air
bag 1, 2 shown in FIG. 8, which is configured to be deployed
according to the system described above. An external layer 4 is the
cushion layer characterized by being foamy. There is a gap 6
between the two layers 3, 4 responsive for providing a cushion-like
contact on occupant 110 shown in FIG. 1. The weight of the occupant
110 is correlated into an expected impact force and the desired
amount of propellant or controlled release gas 65 for the air bag
1, 2 is ignited to provide the cushioning which balances this
force, but does not over power occupant 110 or force occupant
backward into seat 10 at such rate as to cause injury. The greater
the volume of propellant or controlled release gas 65 for the air
bag 1, 2, the smaller the gap between the two air bag layers 3, 4
upon deployment associated with such controlled energy. Thus, the
two-layer air bag 1, 2 serves to maximize protection and prevent
further injury for occupant 110.
[0122] FIG. 10 denotes the interior of a vehicle configured with
airbag 1, 2 and a pressure sensor 320 in communication with
computer 500. The optoisolator switch is configured with a seat
belt monitoring control module as shown in FIG. 11. Fig. There
exist an out of time switch, an override switch and other switches
configured to expedite communications. FIG. 11 denotes exemplary
configuration of the seatbelt monitoring control module in
communication with the optoisolator switch and comprising a time
critical switch configuration responsive for enabling warning
signals to occupants 110 when unbelted
[0123] FIG. 12 denotes a smart access and control of the seatbelt
system comprising a latching relay 80 configures with a cut-off
switch and in communication with the seatbelt monitoring control
module. FIG. 13 denotes an exemplary extension of FIG. 6 configured
to stay in communication with a control module as shown in FIG. 14.
The control module is shown configured within-vehicle electronic
devices, including the windshield wiper/washer, the engine
electronics, the door lock and window up/down control, such that
when occupant 110 leaves seat 10 and the ignition key taken off and
at least a window is lowered down, the control module, upon
realizing that there is no occupant 110 on seat 10, will
automatically enable the power window relay and the power window
motor will then raise the window up. In other embodiment of the
present invention, if occupant 110 is on seat 10 and the ignition
key is turned off and the windows locked, the control module as
shown in FIG. 14 will enable the power window relay and the power
window motor will then lower the windows or turn on in-vehicle HVAC
to allow ventilation to occupant 110.
[0124] Another embodiment of the present invention includes several
conventional sensors 7, 8 at least one positioned on seatbelt 17
configured for restraining occupant 110 on seat 10, and at least
one positioned on air bag 1, 2. Sensors 7 of FIG. 1 and sensor 8 of
FIG. 9, which comprises magnetized elements, are configured to
communicate to each other to enable the deployment direction of air
bag 1, 2 away from occupants 110 head to further prevent any
further injury.
[0125] The seat belt 10 is designed such that there is a female
connecting end and a male connecting end as shown in FIG. 6. There
is also a harness secured with the seat belt ends, such that
communication signals are enabled when an occupant is seated and/or
when a collision sensor communicates an accident. A tensional coil,
a wheel and a wheel stop, a CPU are configured with the seatbelt.
The preferred embodiment of the present invention includes the
known standard configuration of the occupant's seat belt 10 as
shown on FIG. 7. Plurality of load cells 15 are used to properly
measure the occupant's precise and accurate weigh, enabling
accurate adjustment of the tensioning coil 95 shown in FIG. 6.
[0126] The controlled release of gas 65, from the gas canister 60,
as shown in FIG. 8, is accomplished by the gas release valve relay
42 communicatively configured with the sliding canister 60, which
is open a specific amount as a result of the energy generated by
the accelerometer 40. As a result, the deployment force of the
first air bag 1 correctly matches the force of occupant 110 on the
seat 10, occupant 110 and seat 10 shown on FIG. 7.
[0127] With reference to figures, FIG. 1, seat cushion 12 and floor
100 are shown respectively. Seat 10 is mounted on a load cell 15,
which is disposed between the seat mounting frame 16 and floor 100
of the vehicle. The load cell 15 ascertains the weight of the seat
10 and the occupant 110 therein. A temperature sensor 18 is
configured with the load cell 15 for distinguishing between
occupant's 110 and any conventional luggage. Insight line angle
configuration, temperature sensor 18 is position close to the feet
leg angle of occupant 110, and has a conventional infrared sensor
configured to sense occupants 110 body temperatures.
[0128] The energy generated by the accelerometer crystals 45
displaces the accelerometer mass 52 in the accelerometer 40, to
generate a corresponding amount of electrical energy therefrom,
such as might occur if accelerometer 40 is piezoelectric
accelerometer. The applicant also understands that this high
accuracy weighing system is also designed to carry in vehicle
information about occupant 110. By incorporating a ROM 59 and BIOS,
a RAM 32, and software program in communication with the load cell
15 as shown in FIG. 8, enables recording of any and all the
information about the weight of occupant 110. The BIOS provide
basic control over the load cell 15 and is stored in the ROM 59.
The ROM 59, which is a special chip, contains instructions and
information in its memory that can not be changed, whereas the RAM
32 is primary memory storage for the occupant 110 information. The
accelerometer 40 generates electrical energy when put under
mechanical stress. Applying pressure on the surface of the
accelerometer crystal 45 creates the measured stress; this is the
measured acceleration D initiated by the occupant's 110 applied
weight on the seat 10 responsive for enabling signals to enable the
stress. The measured acceleration is then passed on to the
accelerometer 40. The accelerometer converts the measured
acceleration corresponding to the weight of the occupant 110 into
an acceleration value corresponding to the proper amount of
acceleration at which the air bag 1, 2 would have to be deployed to
protect the occupant 110 in the event of a collision, but without
causing any injury to the occupant.
[0129] The present invention generally comprises the known standard
configuration of an occupant 110 and driver's side seat belts 10
shown in FIG. 1 and FIG. 9, all configured in the same manner. FIG.
5 further denote a classification system for the occupants. When
the ignition switch is turn on, electrical current of 5 milivolt
energizes the load cell 5 configured with the computer system 500.
When an occupant 110 seen on FIG. 1 takes on any of the seats 10,
the load cell 15 will use the input from the occupant's body to
start strings of events and in communication with the computer
device memory 32 to enable data processing and computation. The
post 36 inside the computer checks all the hardware components
functionality to ensure that the hardware components configured
with the CPU 26 are functioning properly. The post 36 later sends
signals over specific paths on the chip motherboard 38 to the load
cell 15 to account for the weight signals or responses, to
determine the occupant's actual weight value. The input from the
occupant's body when seated is received as force energy.
[0130] The load cell 15 will then output the force energy as weight
and send to the control module 25, and the oscillator 21 will
oscillate, indicative of signal received, enabling the control
module to identify the seat 10 that has the occupant 110, before
the motherboard 38 is enabled. The control module distinguishes
front seat occupants from rear seat occupants through the front
seat circuit 301 and the rear seat circuit 302. The chip
motherboard 38 is where all activities are sent for processing. The
result of the post reading is then compared with, in the CMOS 27 to
enable accurate and timely responses to signal communication. At
the completion of the post 36 readings, the boot program 08 will
then check to see if there is any occupant 110 on any of the seat
10. This program will then send the occupant's information on
weight to the address line 33 to avoid interference from vibrations
and lightening current or thunderstorm. The CMOS is a memory where
all P.C and hard drive configuration are stored, and also keeps
track of the time and date of all information stored for the
control of the smart seatbelt system.
[0131] When the ignition switch 01 is turned on, all the other
accessories inside the vehicle will be energized, but the engine
will not crank. The post 36 will check the hardware 09
functionality to ensure that the hardware components and the CPU 26
are functioning properly. The post 36 will then send signals over
specific paths on the motherboard 38 to the load cell 15 to check
for the presence of the occupants 110 on all the occupied seats 10.
The chip motherboard 38, which is where all the occupant's
activities are sent for processing, will enable the occupant's
information from the post 36 to be compared with in the CMOS before
processing. After all signals are processed, the boot program 08
will send the occupant's information to the address line 33 for
safety storage. At this time the ignition circuit 01 will be open
until the driver takes seat 1-22, which is the driver's seat
denoted in FIG. 7. When the driver takes the driver's seat 22, the
strain gauges 11, of the load cell 15, will provide electrical
responses from the applied bending, stretching, or compressing of
the strain gage 11. These electrical responses will then energize
the other load cells 15, the computer 500, and also close the
switch on seat1 22. By closing the circuit on seat1 22, the
ignition switch circuit will then be energized so that the engine
would be started.
[0132] The presence of an occupant will energize the load cell 15.
The load cell 15 will then energize all the other switches 18,
after the presence of the occupant 110 is noticed. The switch 18
will then turn on the optoisolator switch 70 that will then
energize the latching relay 80 to ensure that all the occupants are
belted. If any of the occupant 110 is not belted, the isolator
switch will then send a "1" for signal communication to the seat
belt processor 140 to enable the control module 25 energize the
human voice chip 020 to then warn of the unbelted occupant 110. If
the occupant 110 is still not belted, the cutoff switch 03 will
then be enabled to shut off the engine after 5 seconds time lapses.
The counter 50 will stay operative with the latching relay 80 and
the optoisolation switch 70 to check out all the other seats by
tracking the number of occupants 110 that are present. The Spring
Control 20 for the Isolator Switch will then deploy a spring
carrying current 40 that monitors the contacts of each seat belt
connectors 5. When the current is restricted or cutoff, the spring
will retract to unlock the seat belt connectors inside the open
fixed end of the seat belt housing. The seatbelt indicator or
counter 50, by monitoring the other load cells 15, and the seat
belt circuits behaviors, will signal the seat belt processor 140
when any of the occupied seats 10 is found unbelted. The seat belt
processor 140 will then energize the control module 25 that will
activate a human voice chip 020 for response, to warn of the
unbelted occupied seat number. When the ignition switch 01 is
closed, the control module 25 is energized.
[0133] The cutoff switch circuit 03 will then be closed to allow
the control module 25 in the energized state. When any occupant 110
is not wearing the seat belt 17, the counter circuit 50, and the
latching circuit 80 will close for those seat location, enabling
the blinder 320 to disengage, allowing the cutoff switch 03 to stay
opened for the engine to shut off. When the vehicle rolls over in a
roll over type accidents, the vibration sensor 300 will sense the
roll over activities and activate the cutoff switch 03. The cutoff
switch 03 will then shut off the engine after enabling the
tensional moveable coil 95 to motion the seatbelt 17 to hold the
occupant secured on the seat 10 prior to the flip. The vibration
sensor 300 and all other initial sensors are programmed to respond
to a delay, where for each delayed time the cutoff switch 03 will
kick in at the end of the delayed intervals.
[0134] The time switch or timing circuit 001, which is connected in
parallel with the control module 25, enables the cutoff switch 03
to respond to the cutoff signal faster. While the power line
transient 310 ensures the protection of any failure that may occur
within the computer and the electronics due to external voltages.
The power line transients 310 filter out lightening effects or
transient phenomenon from the computerized or electronic system so
that the precise and accurate transmission of the occupant's weight
information is guaranteed. When an occupant 110 seats on any of the
seats 10, the load cell switch 18 will close, allowing the load
cell output energy to energize the control module 25. The control
module 25, after receiving signal communication from any of the
load cells 15, will enable the counter 50 to count the number of
closed load cell switches 18. Said control module 25 will enable
the optoisolator switch 70 that will then energize the latching
relay 80 to then check for the seat belt latching of the occupied
seats 10 with closed load cell switches 18 to assure occupants
safety.
[0135] When switch 18 for the occupied seat 10 is closed, the
latching relay 80 circuit will also be energized so that the seat
belt 17 for the occupied seat location is checked for buckling. The
latching relay 80 circuit and the counter 50 circuit are closed
only when an occupant 110 takes any of the seats 10. The latching
relay switch 85 is only energized when the counter circuit 50 is
closed. The energizing of the latching relay 80 is momentary, and
each time the latching relay 80 is energized, switch "A" is closed.
Once the latching relay 80 is energized, contacts "B" will close,
holding the latching relay 80 in the energized state after switch
"A" is opened. All the other contacts 87 will follow the same
sequence of operation. The seat belt 17 and the latching relay 80
are arranged so that the contacts of seat 1 22, which is the
driver's seat, will supply power to the coils of seat 2-23, seat
3-24, and seat 4-25.
[0136] The entire computerized system is programmed to recognize
pattern of switches 88, and occupants will not be able to start the
vehicle if the said occupant is seating on any seat 10 other than
the driver's seat 22. The smart seat belt control system's
technology will protect occupants of all sizes. The same uniqueness
of this state of the art invention does not allow any interference
to exist between the insertion of the ignition key and the ignition
switch 01. The present invention rather prevents occupants 110 from
unlatching the seat belt 17 once the engine is running. The device
also gives every occupant a total protection with the uniqueness of
the advanced weight responsive supplemental restraint computer
system.
[0137] Other devices may be used in place of the load cell, like a
pressurized or inflatable bag that would be mounted on the surface
of the seat or beneath the seat. When an occupant takes the seat,
the occupant's weight will displace x-amount of the stored pressure
to a relay that will record the displacement as weight. The stored
pressure is the maximum pressure to support the weight value of the
said maximum. The weight of the replacing occupant will displace
the stored pressure to the amount equal to the said occupant's
weight value. If the weight of the occupant exceeds or equal the
stored value, then the tensional force on the seat belt against the
occupant will have a constant value. The recorded displacement will
then be transformed into a weight value unit that the CPU will
recognize. The CPU will then carry on the computation and
calculation the same way like the load cell. Every process is the
same when comparing the pressurized bag operation with the load
cell operation. Therefore, for more accurate readings of the
occupant's weight, only the load cell will be described in the
entire description. However, the applicant is claiming the use of
any bag, for the purpose of trying to adopt said bag to control the
operation of the seat belt.
[0138] The load cells 15 are mounted underneath the seat 10 and
bolted between the mounting metal base of the seats 10, and the
floor 100 of the vehicle. Said mounting location of the load cells
provides a solid support and attaching structural strength, while
maintaining precise and accurate loading of the occupant's weight
on the said load cells. The load cell 15 ascertains the weight of
the passenger's seat 10 and any occupants' 110 therein. The load
cell 15 can also be calibrated so that the weight of the seat 10 is
the zero point reading.
[0139] Mounting the load cell 15 between the mounting metal base of
the seat 10 and the floor 100 of the vehicle, or on rigid sliding
or fixed surfaces, rather than within the passenger's seat 10, the
present invention is more likely to obtain an accurate computation
of the passenger's weight. Said weight is not subjected to any
faulty readings due to the nature and configuration of the
cushioning 12 between the thickness of the contact seating surfaces
13 of the passenger's seat 10 and the occupant 110 movement. The
load cell 15 weighing system is a high accuracy scale with an in
vehicle information system. The applicant also acknowledged the
design of the high accuracy weighing system to carry in vehicle
information about the occupant 110. Incorporating a ROM or BIOS
memory 59, a RAM memory 32, and software program inside the load
cell 15, to record any and all the information about the changing
occupant 110. The BIOS provides basic control over the load cell 15
and is stored in the ROM 59. The ROM 59, which is a special chip
for the said computer device, contains instructions and information
in its memory that is not changeable. Whereas the RAM 32 is a
primary storage for occupants weight information.
[0140] Accordingly, the present invention will display and record
in the memory 32, all the necessary computed weights and also feed
the CPU 26 with the information to allow calculation of the
tensional force and other necessary information needed to aid the
control of a variable tensional force for the seat belt 17. The
tensioning of the seat belts 17 generates a force, where such
generated force, with the use of the present invention, or by
incorporating the software program inside the load cell 15, is
proportionate to the computed weight of the occupant 110 on the
sensed seat 10. The software program enables signal communication
with the driver and the occupant 110 if necessary, to properly
protect the occupants 110 from an uncalled behavior when the
vehicle is in motion. All the seat belts 17 in the vehicle are
supported and controlled by the smart seat belt control system. All
the information and data are stored in RAM 32 before the processor
140 can manipulate the data. All data in the computer 500 exist as
0s and 1s representation of the occupant's weight in binaries. An
open switch represents a 0, while a closed switch represents a
1.
[0141] When the key switch 01 is turned on, RAM 32 is a blank
slate. The memories are filled with 0s and 1s that are read from
the load cell output and transformed to the address line. When
there is no occupant on the seat, every data in RAM 32 will
disappear. The software 16, will recognize which data lines the
pulses are coming from, and interprets each pulse as a 1. Any line
on which a pulse is not sent is represented as a 0. The combination
of 1s and 0s from eight data lines will form a byte of data. The
RAM 32 functions as a collection of transistorized switches for the
control room of this device intelligence. The 1s and 0s, which are
ON and OFF switches, are used to control displays and also add
numbers by representing the "0s" and the "1s" in the binary number
system.
[0142] The binary number system will allow the computer to do any
other form of math. Everything in the computer 500, words, and
numbers software instructions will communicate in the binary number
system. That means all the switches (transistors) will do all types
of manipulation to compute the accurate tensioning of the occupant.
The clock inside the computer 500 will regulate how fast the said
computer should work, or how fast the transistorized switches
should open or close. The faster the clock ticks or emits pulses,
the faster the computer will work. The speed is measured in
gigahertz, which are some billion of ticks per second. Current
passing through one transistor is used to control another
transistor; in effect turning the switches on and off to change
what the second transistor represents as a logic gate.
[0143] The load cell 15, which is corrosion resistant high alloy
steel with a dynamic load cell capacity of up to 1000 lb or more,
is constructed from machined high steel beams with strain gauges 11
bonded inside. This load cell 15 is designed for vehicles with seat
belts 17 or any restraint system like the air bags 1, 2. The strain
gauges 11, which are electrical resistance elements, are properly
sealed with sealant that will not allow moisture or any contaminant
to disrupt the strained information.
[0144] When the occupant's body is seated into the seat where the
load cell 15 is bolted underneath, the load cell 15 will process
the input information and the weight of the occupant 110 will be
applied on the strain gauges 11. The strain gauges 11 will then be
strained to the weight amount of the weight of the occupant 110,
and the load cell 15 will output this amount as the occupant's
weight. Accordingly, the weight of the occupant 110 will create a
reaction force that will be acted upon, and applied on the
passenger's seat 10.
[0145] These applied weights will enable the strain gauges 11 to
then be strained, compressed, pressured, or stretched in a
corresponding amount, causing a change in voltage signal on the
connecting lines. As the strain gauges 11 are stressed, strained,
compressed, or pressured, the effective resistance of the strain
gauges 11 will vary in an amount corresponding to the strains. The
strain there across will vary in an amount corresponding to the
actual weight of the occupant 110. Specifically, the induced
voltage across each strain is divided so that a voltage signal is
obtained that corresponds to the weight of the occupant 110 on the
seat 10 where the gauges are strained.
[0146] The control module 25, which is a silicon control rectifier,
will intelligently identify the seat 10 where the weight signal is
outputting from, and manage the flow of the weighted data to the
ROM 59. The ROM 59 will then receive the data about the occupant
from the control module 25 and direct to the basic input and output
system BIOS inside the ROM 59 program to the address line 33. The
ROM 59 will then take the load cell 15 data about the occupant 110
from the address line 33 and turn over to the CPU 26 to manipulate.
The CPU 26 uses the address line 33 to find and invoke the RAM 32
to insure an accurate calculation of the occupant's tensional force
and any other information needed to feed the moveable coil 95,
including deploying the air bag 1,2 when the impact force is
determined. The coil 95, in the housing for the moveable end of the
seat belt connector 5, is rotate-able. The coil 95 is winded on two
shafts 101 that have wheels 120 at each end. The wheels 120 are
rotated as the coils 95 receive collision signal from the collision
sensor 75. A stopper plunger 130 is engaged between the wheels 120
when the coils 95 complete their windings, initiated by the energy
from the seat belt processor 140. Said coils 95, will receive
constant current I, as the ignition switch 01 is turn on. Upon
receiving the weight signals in voltage reading E, from the load
cells 15, said voltage reading will influence the number of
rotations of the coil 95 that is needed to safely protect and
tension the occupant 110, without causing any further injury to the
said occupant.
[0147] The CPU 26 will calculate the occupant's tensional force
value and send said information to the seat belt microprocessor 140
that will then use the said information from the CPU 26 to process
and energize the moveable coil 95. The moveable coil 95 will then
use the processed information from the CPU 26 and the standard 5
milivolts from the starting means to generate control energy for
the occupant's tensional force value for seat belt control. Said
control energy is proportionate to the load cell 15 output weight
value of the occupant 110. The moveable coil 95, after receiving
the 5 milivolts energy from the starting means and the information
from the CPU 26, generates a tensional force energy on its windings
that is proportionate to the occupant's weight and equal to the
force needed to hold said occupant on the seat 10.
[0148] The number of rotation of the moveable coil 95 determines
the tensional force on the seat belt 17 against the occupant 110.
When said occupant 110 is replaced, the EPROM 34 will control that
information at the address line 33. The EPROM 34 deletes stored
information about a replacing occupant each time said occupant is
replaced. When a collision is sensed, the amplifier 20 will amplify
the entire device for a more speedy output to the moveable coil 95.
Empowering all signal operations for the processors 140 and control
module 25 to enable other signal devices, turning on and off
different combinations of transistorized switch 04.
[0149] The processor 140 will receive signals from the said
transistorized switches 04, activating it to handle the arithmetic
logic unit that enables all data manipulations. The arithmetic
logic unit is connected to the RAM 32 through the computer
motherboard 38 to allow logical manipulation of data. The
motherboard 38 and the interface module 200 will then receive data
and coded instructions from the computer RAM 32. Data will travel
10 bits at a time and the branch prediction unit will then inspect
the instructions to decide on the logic unit. The decoder will then
translate the response from the load cell 15 into the instructions
that the arithmetic logic unit can handle. The ALU processes all
its data from the electronic scratch pad or register that is
secured on the motherboard 38. All results are made final at the
RAM 32.
[0150] The control module 25 for the present invention, which is a
silicon-controlled rectifier, receives pulses at the gate 29 from
the load cells 15 to signal other devices. These pulses are
currents that are transmitted to energize other devices, like the
cutoff switch 03, to shut off the engine when an unbelted occupant
110 is detected. The silicon-controlled rectifier, which consists
of electrical isolation for logical operations, monitors the seat
belt latches 5.
[0151] When the seat belt 17 is latched, or the first voltage zero
is received, the control module 25 will turn on the magnetic
cylinder 60. When the first current zero is received or the
ignition switch 03 turned off, the control module 25 will turn off
the magnetic cylinder 60. The control module 25 picks signals from
the seat belt processor 140 that communicates with the computer
system, the seat number of the unbelted occupant. When the occupant
110 is belted, the control module 25 will receive that signal and
activates the line of force or current flow that will draw the
magnetic poles for the magnetic cylinder 60 together to keep the
seal belts locked while the vehicle is in motion.
[0152] The closing of the switch of seat 1 22, will energize the
ignition switch 03 circuit that will enable the engine to crank.
The seat belt processor 140 energizes all the logically
transistorized switches 04, so that responses are transmitted on
time, while the latching relay circuit 80 will always check for the
seat belt latch 05 and energize the control module 25. The other
load cells are energized only when the driver is on the driver's
seat 22. The computer system will read stored information about the
occupant's presents and energize the optoisolator switch 70 each
time the load cell 15 is enabled. When the occupant 110 latches the
seat belt 17, the optoisolator switch 70 will then transmit the
latching signal to the computer counter 50. The counter 50 will
then signal the control module 50 and the first voltage zero will
be received.
[0153] The counter 50 will then check the number of occupants 110
that are present and compare that information with the number of
seat belts 17 that are latched. If there is any difference, the
latching relay switch 85 will close at switch A, and the control
module 25 will then activate the human voice chip 020 response that
will signal the driver about the unbelted situation. At the end of
the human voice-warning signal, the control module 25 will
automatically energize the cutoff switch 03 that will shut off the
engine until the said occupant is belted. That is, the processor
140 will process the counter 50 to energize the latching relay 80
once an occupant is sensed. If the occupant is not belted, the
processor 140 will receive that signal from the latching relay and
assign a "0" signal to the control module 25, which will then
energize the cutoff switch 03. When the seat belt 17 is latched,
the optoisolator switch 70 will send a "0" signal to the latching
relay 80 to stop processing of the said seat 17. If the seat belt
17 is unlatched, the optoisolator switch 70 will send a "1" signal
to the latching relay 80 and the latching relay will then send a
"0" signal to the processor 140 to continue processing. The-
optoisolator switch 70 has a LED 74 that is connected to the output
of the photocell 73 to suggest activation of the seat belt 17 and
enables signal communication with the latching relay 80.
[0154] When the seat belt 17 is latched, a phototransistor 73 and
the LED 74 will face each other across the open slit 71, of the
optoisolator switch 70. The optoisolator switch 70, is an optical
coupler, and depends on the input of the LED 74, to optically be
coupled to the photocell 73. When an occupant 110 is not belted,
the LED 74 will be off, a "0" signal and the photocell 73
resistance will then be high. When the occupant 110 is belted, the
LED 74 current will be on, a "1" signal, and the photocell 73
resistance will then be low. The interface module 200 for the
photocell 73 will measure the light intensity inside the
optoisolator 70 for all two faces of the photocell and allow
activation of the op-amp 35. The op-amp 35, which is a signal
interface between the photocell 73 and the latching relay 80, will
then amplify the latching relay 80, to compare the buckling signal
and the unbuckling signal at the LED 74. The photocell 73, which is
a sensor or a transducer, will then converts the light or optical
energy into electrical energy to further monitor the motion of the
seat belt 17.
[0155] When the occupant 110 is not belted, the light intensity
will drop below the specified level. The optoisolator circuit 70
will monitor the light intensity inside the fixed end of the seat
belt 17 and switches on the LED 74 when the said occupant 110 is
not belted. The conductivity or resistance at the photocell 73
inside the optoisolator 70 will then change under this light
exposure, which is initiated from the load cell switch 18, when
closed. When the occupant 110 is belted, the resistance will
decrease while the light intensity will increase. The increase in
the light intensity will then energize the counter 50 and the
latching relay 80, enabling the interface module 200 to then
generate an output voltage that is proportionate to this light
intensity. The output voltage from the interface module 200 will
always be proportionate to the load cell output voltage for the
identified seats. Said output voltage is the absolute weight of the
occupant 110 on the seat 10. The changeable voltage is what is then
used to energize the moveable coils 95 of the seat belt tensioner
to enable variable tensioning effect on the occupant 110, so that
an accurate and proportionate tensioning force is assured when the
vehicle is involve in an accident.
[0156] The generated voltage from the load cell's output is
inversely proportionate to the resistance therein. Accordingly, if
the signal is "0," the latching relay 80 will transmit a signal to
the seat belt processor 140, enabling the processor 140 to signal
the control module 25. The control module 25, after receiving said
signal, will activate the human voice chip 020 for a response to
the driver, addressing the seat number and the unlatched behavior
of the occupant 110. If the occupant 110 is still not belted, then
the control module will activate the cutoff switch 03 that will
then be energized through the coded insulated cable 02. The
insulated cable 02 could be of two-wire system to read the "0s" and
the "0s." When the driver's seat belt 17 is latched, the
optoisolator switch 70 will activate the counter 50.
[0157] The counter 50 will then signal the seat belt processor 140
to process other switches 18 and also check for the other seat belt
latching. When the counter 50 picks signal communication from the
other load cells 15, the other switches 85 will be energized to
carry on various assigned tasks. The voice chip 020, which is
incorporated in the control module 25, warns of the unbelted
occupant 110 when detected. This voice chip 020 is the first output
to the driver when an occupant 110 is detected for not wearing the
seat belt 17. The output from the counter 50 will energize the
input to the latching relay 80 and open switch A at the end of each
count, to enable the other seat switches 85 for the latching relay
to be processed. The processor 140 being in signal communication
with the counter 50 will pick the seat number of the occupant 110
that is not belted and feed the human voice chip 020 for
responses.
[0158] When the seat belt 17 is latched, the arrangement of the
electrically conducting wires for the optoisolator circuit 70, to
the magnetic cylinder 60, will initiate a lock at the contact
points of the seat belt connectors when closed. This lock is for
preventing occupants 110 from disconnecting the seat belt 17 when
the vehicle is in motion. When the seat belts 17 are connected, the
metal connectors 46 on the mobile end of the seat belt 17 will
trigger the circuit for the magnetic cylinder 60 that will keep
both ends locked while the vehicle is in motion. The input voltage
14, for the optoisolator circuit 70, will decide the opposition to
the flow of current. Said optoisolator 70 will also monitor and
compare this flow to the resultant current that leaves the circuit
to achieve the impedance matching for each seat. This impedance
matching will help the occupant seating position counter 50, to
assist the seat belt processor 140 in knowing the number of
occupants 110 that are in the vehicle and to identify the seat
location for the said unbelted occupant 110. The counter 50 will
also check the operation of any other devices and switches. If any
malfunction switch is detected, the voice chip 50 will activates a
user-defined message to the driver for possible follow-ups and
repairs. Signals are transmitted in digital and amplified by the
op-amp 35 to timely speed up responses.
[0159] The tensioning of the seat belt 17 and the airbag deployment
force are controlled by the occupant's presence and their body
weight. The table below shows occupants weight values in decimals
as they are converted to binaries at a constant speed of 13 MPH
that will enable deployment of the are bag and variably tensioning
the occupants on their seats, while allowing the airbag to be more
effective. The table also shows that kids and adult passengers are
all protected in the present invention. An example of binaries
representing "ON" and "OFF" switches in "0s" and "1s".
TABLE-US-00001 WEIGHTS IN DECIMALS & BINARIES SPEED "Minimum
"Off & on switches" speed for deployment" DECIMAL BINARY
MINIMUM SPEED 1 1 13 MPH 2 10 13 MPH 3 11 13 MPH 4 100 13 MPH 5 101
13 MPH 6 110 13 MPH 7 111 13 MPH 8 1000 13 MPH 9 1001 13 MPH 10
1010 13 MPH The On and Off switching sequence may include defined
weight limits per vehicle make and model, selected by vehicle
manufacturers or suppliers to the manufacturers, but not limited
to; 450 111000010 13 MPH 451 111000011 13 MPH 452 111000100 13 MPH
453 111000101 13 MPH 454 111000110 13 MPH 455 111000111 13 MPH 456
111001000 13 MPH 457 111001001 13 MPH 458 111001010 13 MPH 459
111001011 13 MPH 460 111001100 13 MPH
[0160] The computerized switches as shown above to represent the
occupant's weights, are computed from a weight range of one pound
to a weight range of four hundred and sixty pounds. Each weight is
programmed to turn on and off combinations of switches representing
the occupants weight reaction to safeties and protections.
[0161] When the override switch 06 is pushed in, current will be
restricted from flowing through the optoisolator switch 70. This
restriction to current flow will allow the occupant 110 to unlatch
the seat belt 17 when desired. However, with the closed circuit,
current will run through the device of the present invention and
the said seat belt 17 will stay locked. When the circuit is opened,
the sensors will be in parallel until the occupant 110 latches the
seat belt 17, enabling the circuit to then be closed.
[0162] By closing the circuit for the override switch 06 will allow
current to flow to the transistorized switches 04, and activates
the control module 25 with a "1" signal so that the module 25, will
discontinue signal communication to the cut off switch 03. The
ignition switch 01 is arranged to ensure that, one set of contact
for the said ignition switch 01, is assigned to each seat 10 in the
vehicle. So that each time an occupant 110 takes any of the seats
10, one set of contact 030 will be closed for the air bag and the
other set of contact 031 open for the seat belt 17. When the
occupant 110 latches the seat belt 17, the contact for said seat
belt 17 would then be closed, enabling the blinder 320 to set in
the slit 72, allowing it to be a closed slit 72. The seat belt
circuit to stay open is an indication that the occupant 110 is not
belted and the unbelted behavior will prevent the driver from
starting the vehicle. If the driver decides to get in the vehicle
only to buckle up and start the vehicle, when the said driver
leaves the vehicle idling, the engine will cutoff 5-minutes
later.
[0163] The counter 50 will detect the seat belt that has an
unbelted occupant 110 and switch-on the transistorized switches 04
that will then communicate through signals to the seat belt
processor 140. The seat belt processor 140 will then switch on
other transistorized switches to then enable the control module 25
to signal the cutoff switch 03, for possible shut-off, if the
occupant 110 is not belted. The presence of the occupant 110 will
energize the load cell 15 that will then energize all the other
switches 18. These switches 18 will check signals to make sure that
all the occupants are belted. If any of the unbelted occupants is
noticed, the counter 50, will signal the processor 140, and the
processor 140 will then activate the control module 25.
[0164] The control module 25 will then enable the cutoff switch 03.
This cutoff switch 03 will be in a standby mode for about 5
minutes, which is adjustable, until the human voice response is
broadcast, then said cutoff switch will shut off the engine if the
occupant is still not belted. However, if the occupant decides to
buckle up during the broadcasting sequence, the latching relay 80
will close-up the unbuckled signal for that seat and the control
module 25, will receive said signal and switch back to normal mode.
All signals are transmitted electronically in binaries, by means of
the transistorize switches 04 turning different switching signals
on and off in "0s" and "1s". Other elements of this invention also
transmit their signals electronically. When the occupants 110
initially take the seats 10, all the loaded load cells signals will
be in analog.
[0165] The analog signals will then be converted to digital and
compare to the preset signals to assure of the analog to digital
signal transformation. The digital signals will correspond to the
difference in the presence or absence of the occupant 110 on the
seat 17, and the seat belt location. The said digital signal is
then compared to the actual current level at each point on the seat
pattern and the preset current level to confirm the presence and
buckling of the occupants 110. When the seat belts 17 are latched,
the little current that signal the computer system 500, will create
magnetic field to enable permanent magnet at the contacts between
the two metal connectors 46 of the seat belt 17, to allow the
latches be locked when the vehicle is in motion. When the seat
belts 17 are latched, a phototransistor 73 and light emitting diode
"LED 74" will face each other across an open slit 71 of the
optoisolator circuit 70. The diode 74 will be energized when the
occupant 110 is belted and the applied voltage will then provide a
forward bias.
[0166] All signals for this smart seat belt control system are
transmitted electronically by the commands from the computer
motherboard 38, the processor 140, and the control module 25. When
the occupants take the seats 10, all the load cells signals from
that point will be in analog. The analog signals will then be
compared to the preset signals by the encoder 37 to form digital
signals. The digital signals will correspond to the difference in
the presence or absence of the occupant 110 on the seat belt
locations. These digital signals are also used to approximate the
seat belt length and the seat belt tensioning force that is needed,
and used to secure the occupants on the occupied seats during
collision or vibration. If there is a great difference in length,
the CPU 26, will send signals to the control module 25 that will
then activate the voice chip 50, to warn of the attempts to tamper
with the seat belts 17. If this behavior is still not corrected,
then the control module 25 will activate the cutoff switch 03 to
shut off the engine until the behavior is corrected.
[0167] The digital signals are then compared to the actual current
level at each point on the seat locations and the preset level to
confirm the presence and buckling of the occupants 110. When
collision is enabled, the CPU 26 will use information from the
speed of the vehicle and the occupant's weight information from the
RAM 59, to calculate the appropriate tensional force. Said
tensional force is safer to be applied on the seat belt 17, for
tensioning and protecting the occupants 110 from injuries, without
strangling said occupants on their seats 10. This tensional force
is calculated from the occupant's weight, the speed of the vehicle,
and the collision force. The speed is stored each time the
vehicle's acceleration is changed. When the driver slows down on
the speed, the EPROM 34 will replace that speed information from
the memory 32. The CPU 26 has all the necessary variables needed to
compute the occupant's protection level when the efficacy of the
impact indents the prescribed threshold limit that is indicative of
the described collision force.
[0168] The CPU 26, upon receiving said collision force signal, will
then assume a value and enable computation of the proper tensioning
force needed to execute proper occupant safety. When the seat belts
17 are connected, a photo-transistor 73 and a light emitting diode
74 will face each other across an open slit 71 of the optoisolator
circuit 70. The diode is energized when the applied voltage
provides a forward bias. When an occupant is present and wearing
the seat belt, the seat belt latching relay 80, will enable the
interface module 200 to measure the light intensity as a signal
indication that the occupant is present. A light intensity from the
optoisolator switch 70 will send similar signals when the occupant
is belted. The op-amp 35 will compare the light emitting diode
"LED" for latching purposes when the load cell circuit is closed.
The presence of any occupant energizes the load cell 15.
[0169] The load cell in turn energizes all the other switches after
the presence of the occupant is noticed. The counter 50 then checks
to know the number of occupants that are in the vehicle and
activates the latching relay 80. The latching relay 80 checks all
the seat belt latches for the occupied seats and informs the
processor 140. The counter 50 to make sure that the occupants 110
are belted will then check all the switches 18. If any of the
occupants 110 is not belted, the counter 50 will then inform the
seat belt processor 140. The processor 140 will then signal the
control module 25 that will then energize a human voice chip 020
for a warning response. At the end of the warning response, if the
occupant 110 is still not belted, the control module 25 will
activate the cutoff switch 03 and the engine will then shut off at
the programmed time. The processor 140 will always check for belted
occupants and assign a "0" signal to the control module 25 if the
occupant 110 is unbelted. The seat belt processor 140 will then
process other switching signals to ensure a timely seat belt
buckling before the vehicle is engaged in motion. Each time the
counter 50 picks signals from the load cells 15, all the other
switches 18 will be energized.
[0170] At the end of each counting, the latching relay 80 will
close switch A, enabling the other switches to be processed. The
optoisolator switch linkage to the control module 25 is energized
when the ignition switch 01 is closed. Once the control module 25
is energized, the cutoff switch 03 will close, holding the control
module 25 in the energized state. And when the occupant 110 is not
wearing the seat belt, the counter circuit 50 and the latching
relay circuit will close for that seat location. The cutoff switch
03 will then be opened for the engine to shut off at the programmed
time after the warning signal is broadcast. Seat belt switches on
seats 1, 2, 3, 4 use logic functions to close and open the counter
50 and the circuit for the latching relay 80. If the occupant 110
is present and wearing the seat belt 17, switch 88 will be closed
for that seat location. If the occupant 110 is present but not
wearing the seat belt 17, switch 88 will be opened for that seat
location.
[0171] The counter 50 will then receive a "0" logical signal from
the unbelted seat location and send signal communication to the
processor 140, indicative of the occupants behavior on the said
identified seat location. The processor 140 will then send signals
to the control module 25 that will then activate the human voice
chip 020, outputting signal for the specific human voice response.
The control module 25 will turn on at the first voltage zero "0"
after the control voltage is applied and the seat belt 17 latched.
It will turn off at the first current zero "0" after the control
voltage is removed or the ignition switch 01 in the off position or
the override switch 06 pushed in. The control module 25 will also
prevent the transients or voltage spikes on both the source and the
load.
[0172] The seat belt latching circuit for the present invention
measures light intensity from the load cell 15 as a signal
indicative of an occupant present and allow the op-amp 35 to
process the signal interface between the optoisolator 70 and the
latching circuit 80. The op-amp 35 will then compare the light
emitting diode "LED 74" when the load cell circuits are closed, and
when the seat belts 17 are connected, the blinder 320 will kick out
and the magnetic cylinder 60 will then be energized. The seat belt
tensioner for the present invention works in a control mode and
automatically returns to its original tensional position after the
preset time lapses. That is, the moveable coil 95 will reverse its
motion 10 seconds after the occupant is tensioned. For this to
occur, there most be no sensed vibration, or after a collision is
sensed, the engine must be shut off with no detected vehicular
motion.
[0173] The tensional return time is programmable and could be set
to respond at different times, depending on the manufacturer's
pre-tested and safe return time. The applicant also understands
that, some elements could be eliminated to cut down on cost and the
smart seat belt control system or DY-2KsmartS will still obey the
law of buckling. However, the applicant is wholly claiming the
concepts behind this smart seat belt technology. Recently, a family
was involved in a rollover type accident. There was a child in the
vehicle and the child was well secured on the child seat. The
child's parents were not belted, only the child was belted. As a
result, only the child survived. Therefore, there is a need for a
better technology that will eliminate negligence like this.
Neglecting to protect our own lives while riding in a motor vehicle
is becoming a concern for most people.
[0174] No matter how involved the police and the government get in
the matter, occasionally people still forget to protect their own
lives. Accordingly, the invitation of a technology that will
eliminate this negligence is the approach for the new century, to
automatically protect every occupant in any automobile, and
eliminate the fatalities when an accident does occur. "Buckle-up,
it is the best thing to do".
[0175] It is now understood that the present invention is not
limited to the sole embodiment described above, but encompasses any
and all embodiment within the scope of the following claims.
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